31 August 2014

Logistics plague Captain John's removal

New owner of Captain John’s Restaurant says he’s ready to move the ship but he requires court approval first.

The new owner of Captain John’s Restaurant says he’s ready to move the ship from the foot of Yonge St. in as little as a week, but he requires court approval first.

Entrepreneur James Sbrolla also needs a major concession, which is outside the Federal Court’s control — approval to move the ship just a few blocks away from the foot of Yonge St. to a Parliament St. slip.

That’s where James Sbrolla’s temporary partner and, he hopes, the future owner of the ship, Priestly Demolition, is in the midst of work on the old Victory Soya Mills silo.

“I had hoped to move it today (Friday), but I have no control over the court,” said Sbrolla in a telephone interview. “We have a location to bring it to where we can commence some of the environmental work (the ship contains asbestos) and some of the historical preservation (removing items of value) before we commence demolition in the water.”

A port authority spokesperson says its still working with Sbrolla, “and any other parties interested in purchasing and removing the ship from the TPA’s slip” where the former floating restaurant has been tied up for decades.

It was shut down two years ago by the city because owner “Captain” John Letnik owes almost $2 million in back taxes, berthing fees and mortgages on the rusting relic.

It was sold to Sbrolla in a court-ordered auction for $33,501, with the stipulation it be removed by Aug. 22. Sbrolla missed both the Aug. 7 payment and move deadlines but has been working tirelessly to find partners, like Priestly.

“Until the logistics are worked out, we cannot request a new court date,” said TPA spokesperson Erin Mikaluk via email.

A group of Boston-area investors, who decided at the 11th hour not to bid on the ship, have done a rethink and are working on a counter offer and negotiating for a docking site outside of Toronto.

Sbrolla’s plan, in partnership with Priestly — which is far better known for building demolition than ship scrapping — is to have crews and equipment already in location at the silo, tear apart as much of the ship as possible at the foot of Parliament St.

That site, he says, is privately owned and Priestly already has approval to use it.

Tugs would then haul the shell to a scrapper for final demolition.

“This is a five-step process and you’re asking me about the final step,” said Sbrolla, when asked the final destination of the ship for scrapping. “We have a number of possibilities.”

“We’re in a position to finalize the purchase of the ship and act in very short order. I’ve been trying to work collaboratively with the port authority through their legal counsel. But if we can’t sort this out (moving the ship to Parliament temporarily) my assumption is this will be back to square one.”

That means the whole issue would go back to court to decide whether to look for a new buyer, or take another look at the second bidder, veteran ship scrapper Wayne Elliott.

He offered to tow the ship and demolish it, but at a cost to the port authority of $303,000.

Source: the star. 30 August 2014

Demandeur pays: The EU and funding improvements in South Asian ship recycling practices

Highlights:
  • The Hong Kong Convention on ship recycling remains far from ratification.
  • South Asian nations with suspect practices are indifferent to this convention.
  • Using European legislation to improve South Asian practices is problematic.
  • EU aid to South Asian nations is more likely to encourage desired improvements.

Abstract:
Questionable practices for dismantling end-of-life ships or ‘ship recycling’ on South Asian countries’ shores have elicited unease given their dominance of this unevenly regulated global industry. International efforts to establish enforceable regulations have met with limited success so far, and yet this limited success may be further eroded as different interests promote their own preferred arrangements—or ignore them altogether. This paper focuses on narrowing differences between the European Union and South Asian ship recycling nations over regulating this trade by sequentially detailing its economic rationales, environmental regimes and relevant sustainability principles. These tasks performed, I deductively build a case for an aid-based, ‘demandeur pays’ approach to meaningfully address this impasse after considering other options to fund improved ship recycling practices in South Asia.

Keywords:
Ship recycling; Hong Kong Convention; California effect; Demandeur pays

Author: 
Emmanuel Yujuico
University of Asia and the Pacific, School of Law and Governance, Pearl Drive, Ortigas Center, Pasig City 1605, Philippines
Tel.: +63 2 637 0912x323. yujuico@gmail.com

Source: science direct.

30 August 2014

Hong Kong: The NGO Shipbreaking Platform has applauded Hamburg-based Hapag-Lloyd for having adopted a new, progressive ship recycling policy, something that is likely to bring plenty of business for China’s recyclers. The German shipping company will now only seek “sustainable solutions for green ship recycling”.

“While previously our second-hand ships were used for a longer time by their new owners after we had sold them, we recently had to realize that buyers had passed on the ships more and more rapidly for demolition, in particular to ship breakers who use the beaching method. As this method of shipbreaking does not fulfill Hapag-Lloyd’s strict criteria for workers’ safety and environmental protection, we ourselves will in the future monitor and supervise the professional recycling of ships in a certified facility following the requirements of the Hong Kong Convention”, a Hapag-Lloyd spokesperson told the NGO.
Already, Hapag-Lloyd has decided to sell the New Orleans Express to a ship recycling facility in China. China does not break up ships via beaching, opting instead to dry dock them and take them apart in a more systematic manner. 

Source: sinoship news. 28 August 2014

29 August 2014

SC junks PIL, work on scrapping INS Vikrant to begin next month:

The entire process of scrapping should take between 8 and 10 months.

After the Supreme Court rejected a Public Interest Litigation (PIL) to convert de-commissioned warship INS Vikrant into a museum earlier this month, scrapping work of the vessel is slated to begin early September.

The vessel’s owner, Mumbai based I. B. Commercial Pvt. Ltd. is required only to complete formalities to begin to turn the vessel to scrap.

After a lengthy court battle, the SC rejected the PIL filed by Mumbai resident Kiran Paigankar on August 14, clearing the decks for work to begin.

“We are required to obtain clearances from the Maharashtra Pollution Control Board and the Mumbai Port Trust before beginning the scrapping. We should be able to obtain these clearances in the first week of September 6.

“In the meanwhile, we are clearing all loose-fitting components of the vessel and preparing it for scrapping,” said Abdul.

Paigankar is now considering filing a curative petition in the Supreme Court as his last resort. “In most cases, however, curative petitions are dismissed. But we want to remain hopeful,” said Shekhar Jagtap, Paigankar’s lawyer.

Vikrant is currently berthed at the Darukhana ship-breaking yard. “The entire process of scrapping should take between 8 and 10 months,”Zaka said.

Source: Indian express. 29 August 2014

28 August 2014

GMS weekly report on Turkey ship breaking industry for WEEK 34 of 2014:

Despite a (relative) dearth of available tonnage and a Turkish Lira that has continued to weaken over the course of a month (against the U.S. Dollar), prices for ships stayed stable with a few over-eager buyers still offering above the market, to try and take in an odd unit or two, to keep their yard running.

Additionally, it was being reported that a marginal increase in availability of smaller LDT tonnage from the Black sea was attributed to fluctuating trade activity in the area.

As a result, while Turkey remained out of focus of the international arena, a different avenue for (regional) tonnage has opened up for them.

For now, local recyclers seem to have a temporary reprieve from the month(s) of tonnage starvation that local yards have been suffering from.

Source: steel guru. 27 August 2014

GMS weekly report on China ship breaking industry for WEEK 34 of 2014:

A number of smaller general cargo units and reefers many from Far East Russian owners began to open in the area as possible demolition candidates.

However, with Bangladesh emerging post-Eid again, Chinese buyers may miss out due to a price gap that stands at almost USD 200/LT LDT (as it has done for much of this year).

Government controlled candidates from the likes of Cosco and China Shipping continue to keep yards active and supplied with well priced tonnage (eligible for those infamous state subsidies that have dominated the China market this year).

With October holidays upcoming in just over one month, very little will be disrupted in the Chinese ship recycling markets as activity on international tonnage (except the odd strictly green candidate positioned in the area) remains at a minimum.

Source: steel guru. 27 August 2014

GMS weekly report on Pakistan ship breaking industry for WEEK 34 of 2014:

Perhaps the first signs of trouble on the horizon surfaced this week in Pakistan with a currency that had started to creep above PKR 101 against the US Dollar (having been at PKR 98.5 the previous Monday).

While most end buyers are refusing to panic, believing that such fluctuations are often seen in the Pakistan currency and a quick recovery is often forthcoming, there are those who comment that this may affect prices negatively by as much as USD 10 to USD 15 per LT LDT.

Furthermore, with political tensions continuing to afflict the region, in addition to many of the hot buyers taken up with well priced tonnage recently, it may be that Pakistan sees some form of a cooling period ahead (having dominated as market leaders for almost two months now).

This may well see more vessels diverted to Indian and Bangladeshi buyers who are starting to see their prices come up (and in some cases beyond) Pakistan buyers, to offer viable competition once again.

Source: steel guru. 27 August 2014

27 August 2014

GMS weekly report on Bangladesh ship breaking industry for WEEK 34 of 2014:

A less than impressive showing from the Bangladeshi market this week continued to see much of the tonnage (including cash buyer as is inventories) diverted to competitors in Pakistan and India.

Despite improving local steel plate prices, appetite for tonnage and prices for vessels remained subdued at the currently diminished levels, much to the surprise of cash buyers who are still waiting for the much anticpated post Eid price improvement.

If current levels persist, it could be a bleak few weeks yet for Chittagong buyers with no imminent signs of their preferred larger LDT vessels hitting the market any time soon.

It is clear therefore that Bangladeshi buyers will need to get their act and pricing together, in order to secure any of the market tonnage being offered their way something that should be expected of them given the increase in steel prices and improving demand seen this week.

Source:  steel guru. 27 August 2014
http://www.steelguru.com/indian_news/GMS_weekly_report_on_Bangladesh_ship_breaking_industry_for_WEEK_34/347698.html

GMS weekly report on Indian ship breaking industry for WEEK 34 of 2014:

The Indian market once again displayed its remarkable bouncebackability this week with an almost complete recovery seen on the local steel plate prices and an Indian Rupee that was beginning to settle into the low 60s against the USD.

It had been a torrid previous few weeks in Alang, with much of the market tonnage diverted to rivals in Pakistan (including even roros, tweens and smaller bulkers much to their surprise and regret).

Approximately USD 25 per LT LDT had been wiped off the local steel plate prices in some alarming and unforeseen falls and the currency had started to depreciate again to worrying levels above INR 61 against USD.

In rollercoaster scenes that have become almost synonymous with the Indian market of late, steel gains virtually eradicated the losses of the previous week and the Rupee steadied itself into the low 60s again much to the delight and relief of increasingly concerned end buyers and cash buyers.

With the Pakistan market expected to slow in the coming weeks, it could be that Indian buyers begin to pick up some of the slack, as long as fundamentals remain steady going forward something that is never assured in India.

The favored USSR 91 built tanker JAG PRACHI (9,680 LDT) was sold as is Goa this week for a decent USD 484 per LT LDT she could end up being a Pakistan or even Bangladesh candidate however, depending on gas free status and where ends up paying the best money.

Source: steel guru. 27 August 2014
http://www.steelguru.com/indian_news/GMS_weekly_report_on_Indian_ship_breaking_industry_for_WEEK_34/347701.html

Platform applauds Hapag-Lloyd for new ship recycling policy, calls on ship owners to follow:



Brussels, 27 August 2014 – The NGO Shipbreaking Platform, a global coalition of organisations seeking to prevent dirty and dangerous shipbreaking practices worldwide, applauds Hamburg-based Hapag-Lloyd for having adopted a new, progressive ship recycling policy: Germany’s leading shipping company will now only seek "sustainable solutions for green ship recycling" [1].

"While previously our second-hand ships were used for a longer time by their new owners after we had sold them, we recently had to realize that buyers had passed on the ships more and more rapidly for demolition, in particular to ship breakers who use the beaching method. As this method of shipbreaking does not fulfill Hapag-Lloyd’s strict criteria for workers’ safety and environmental protection, we ourselves will in the future monitor and supervise the professional recycling of ships in a certified facility following the requirements of the Hong Kong Convention", says a Hapag-Lloyd spokesperson.

The Platform welcomes this progressive policy change and strongly encourages other ship owners to follow Hapag-Lloyd’s example and only use modern ship recycling facilities. Already, Hapag-Lloyd has decided to sell the «New Orleans Express» to a ship recycling facility in China, where the shipping company will be monitoring the recycling process. The Platform has had a constructive dialogue with Hapag-Lloyd over several months and provided expertise on the issue.

"We hope that Hapag-Lloyd will be an inspiring example for more German ship owners and other leading companies in the maritime industry in Europe and beyond," says Patrizia Heidegger, Executive Director of the NGO Shipbreaking Platform. "Fortunately, more and more ship owners are realizing that they do not have to sell their old ships on a shady ‘second-hand market’, where they will end up in a polluting and dangerous beach breaking yard. As Hapag-Lloyd demonstrates, feasible and financially viable solutions that are clean, safe and fair exist."

Last February, the Platform joined a demonstration in front of the German ship owners association offices in Hamburg, calling for an industry-wide "off the beach" standard for the recycling of obsolete ships [2]. A record high 80 percent of all German-owned end-of-life vessels were broken on South Asia beaches last year [3].

"It is shameful for the German ship owning community that so few of them care about clean and safe ship recycling," says Patrizia Heidegger. "It is completely unacceptable that leading companies allow to make profits by ignoring the severe pollution caused by shipbreaking and the accidents that maim or kill workers on the beaches of South Asia. We have been able to clearly link fatal accidents in the shipbreaking industry in South Asia to leading ship owners, amongst them German owner Johann M.K. Blumenthal. It is high time for the German ship owners to face their responsibility and put in place ship recycling policies that will ensure clean and safe practices. There are no excuses – neither the use of flags of convenience nor complex financing structures in shipping free ship owners from their responsibility to make sure their business does not cause harm."

The European Commission will publish a list of audited ship recycling facilities next year. Facilities worldwide will only be listed by the European Commission if they comply with European standards of environmental protection and worker's health and safety, and are in line with the requirements of the Hong Kong Convention, an international regulation on ship recycling not yet in force. Ship owners anywhere in the world will be able to use this list to make a responsible choice for the disposal of their end-of-life ships.

"The European Commission’s list will put an end to a confusing situation where everybody can claim to provide ‘green’ ship recycling. Actually, the Commission is providing ship owners with a service – their selection of compliant facilities will make it easier for ship owners to opt for clean and safe facilities where the risk of pollution and accidents is reduced," says Heidegger. "Real investments in order to set up modern ship recycling facilities off the beach in developing countries such as India or Bangladesh will only become economically interesting when more ship owners follow the example of Hapag-Lloyd and set aside part of their profit in return for clean and safe recycling that does not exploit the environment and workers of developing countries."

CONTACT

Patrizia Heidegger
Executive Director
NGO Shipbreaking Platform

+32 2 6094 419

Over 30 speakers to address Dubai Maritime Week:

More than 30 maritime officials from around will share their industry insight at the seventh biennial Seatrade Middle East Maritime (SMEM) exhibition and conference, which is scheduled to take place in Dubai on October 28-30, 2014, during Dubai Maritime Week.

Speakers and delegates representing international and regional shipping operators, ports, financiers and associated maritime professionals will be welcomed by international broadcaster and journalist, Mishal Husain, who is confirmed as this year’s keynote session moderator and master of ceremonies for the 2014 Seatrade Maritime Awards.

Husain will open up keynote proceedings and introduce Khamis Juma Buamim, Chairman & Group CEO, Drydocks World and Maritime World and Colonel Rashed Al Hebsi, CEO, Tasneef Emirates Classification Society; who will address the prospects for the region’s shipping companies and their international partners as the world economy continues to grow and ease out of global recession.

“The Middle East is a gateway to the emerging markets of Africa and Asia’s maritime hubs, and our 2014 line-up of speakers are collectively shaping the future of the sector in the region. The confirmation of Mishal Husain as event anchor adds further gravitas to what is the largest gathering of influential industry heads,” said Chris Hayman, Chairman of Seatrade, organisers of Seatrade Middle East Maritime.

A familiar face on television and a UK radio personality, Husain has 15 years’ international broadcast exposure experience, fronting main news bulletins, reporting on location, and interviewing world leaders.

The Seatrade Middle East Maritime conference includes an Economic Forum session on day one, moderated by Marcus Machin, CEO, Tufton Oceanic Middle East Ltd.

Port Investment and Logistics will be addressed on the morning of day two, with input from experts such as Michael Deleuran – Milaha in Qatar, Dimitris Kostianis - Saudi Ports Authority; Alan Murphy - SeaIntel Maritime Analysis and Dirk Van den Bosch, Chief Commercial Officer, DP World UAE Region.

Bunkering issues in the region are also high on the conference agenda, with Capt. Farhad P. Patel, Director, Sharaf Shipping Agency moderating the session.

Panelist, Christoffer Berg Lassen, CEO, Glander International Bunkering Group, said, ”The Middle East is still at its early stage regarding LNG as bunkers but local operators are placing orders for LNG fuelled harbor tugs. In addition, the United Arab Shipping Company (UASC) has commissioned a series of LNG ready container ships (14.000-18.000 TEU) with deliveries. We expect LNG fuel stations to follow, with Qatar and UAE being the first movers.”

Patrick Wells, Head of Maritime Department & Acting Deputy Dean Academic Affairs, International Maritime College Oman will moderate the highly anticipated ship repair and refurbishment session with Bernard Veldhoven, Secretary General, International Ship Recycling Association taking the reins for the ship recycling session taking place on the final day of the summit.

Emphasising the importance of recycling, panellist Stephen Drury, Partner, Holman Fenwick Willan, said: “The availability of a functioning and reliable market for the sale of end of life vessels, and also of suitable facilities for the safe breaking up and disposal of such ships and their materials, are essential components in the wider global industry of marine transportation. The Middle East region, in particular the UAE, is well placed to take advantage of the opportunities for participation in this area.”

Source: emirates 247. 18 August 2014

Corruption and poor law enforcement set death traps for Alang workers

Workers dismantle a decommissioned ship at the Alang
ship-breaking yard in Gujarat. File photo

The Centre is mulling amendments to labour laws with a view to provide a safe working environment to workers. The move may have little impact on the hazardous working conditions of workers at the Alang-Sosiya ship recycling yard — the largest in the world — where the continuing cycle of death points to poor implementation of safety laws.

On an average, 10 workers have died annually in the past decade at Alang. In June, in what officials deemed an unprecedented incident, five workers died in a gas explosion on the chemical tanker MV Perin. The mortality count for the first six months of 2014 has already touched 13, as per official data.

Bad practices
Improper cleaning is among the main reasons for accidents, besides falling of iron and steel plates, snapping of rods and bursting of cutters during the dismantling process. Ship-breakers, eager to make the most of a thriving multi-core industry, have shrunk timelines for dismantling ships, say workers.

“Earlier, cutting a ship would take about six months. Now it’s done in one and a half months,” says a gas cutter.

Industry insiders suggest the nexus between officials and ship breakers routinely subverts safety regulations, jeopardising thousands of lives. As per law, before any ship enters Alang, it needs desk clearance mainly from three agencies — the Customs, Gujarat Pollution Control Board (GPCB) and the Gujarat Maritime Board.

Clearances on sale
“For Rs. 3 lakh, you can get all the three clearances in half an hour — Rs. 1 lakh per agency,” reveals a source closely associated with the ship breaking activity.

Police sources too concede, “GMB, GPCB ‘ka sab setting pe hota hai’ [everything is fixed].”

The ship breaking process primarily involves the activity of gas cutting also known as hot cutting, in which workers use a flame torch fuelled by LPG and oxygen cylinders to cut parts of the ship. Rules require ship breakers to clean the oil from the tank and make the vessel gas-free.

Oil pipelines, on the other hand, have to be cleaned by opening the nuts and bolts, and not by hot cutting. Only after these steps are complete, permissions for cutting are given. Alang has witnessed accidents where workers were performing hot cutting on oil pipelines.

Referring to the death of workers in 2012 during the cutting procedure, the Minutes of the 16th meeting of the Inter-Ministerial Committee (IMC) on ship breaking held in Gandhinagar on October 1, 2013 state: “The IMC was informed that the accident at plot No. 82, killing seven persons occurred due to presence of oil and its vapour in the pipeline of the ship… DISH [Directorate of Industrial Safety and Health] has revoked the competency certificate of the person who issued the certificate. The office of Deputy Director, [DISH], Alang, has issued prohibitory order under Section 40 (2) of the Factories Act to prohibit ship breaking till oil in the pipeline is completely cleaned and a certificate is obtained from the competent person.” (Sourced from letters by Gopal Krishna of the NGO ToxicsWatch Alliance to the National Human Rights Commission)

Safety hurdles
Ironically, when such incidents happen, investigators have to fall back on the expertise of the authorities who in turn could be under the scanner. In the case of MV Perin, for instance, the regulatory bodies conducted their own investigations while the police probed likely negligence on their part.

“Everywhere you will see the slogan ‘safety is our motto’, but it is just a photo [for show],” remarks a gas cutter from Uttar Pradesh.

Following the Supreme Court’s order, backed by a long struggle, the Steel Ministry issued the Ship Breaking Code 2013, covering all aspects of the recycling activity, including worker safety. GMB officials and ship breakers’ associations affirm that the Code is being followed, but workers claim it remains only on paper.

“Guidelines broken”
“The Code is not being implemented. The ship breakers had opposed it in the past. Moreover, the GMB’s guidelines are not a statutory act, attracting no punitive measures in the court of law,” says Geetanjoy Sahu, assistant professor, Tata Institute of Social Sciences.

Lack of proper training to workers is also a cause for concern. For a life-threatening job, workers undergo only a three-day training programme every few months, which involves watching a training video.

“I know this job is risky, but have to do it for survival. I am working at Alang since 1998 and have seen many an accident. This time I saw my co-workers die,” says 33-year-old Firoze Sheikh, injured in the Perin accident.

Workers clock a 12-hour shift that begins at 7 a.m. and includes tea and lunch breaks. Those on the ground or field get around Rs. 300/day while those working on the ship make Rs. 350/day. Helpers make half the amount. Wages fluctuate depending on the strength of worker population. In the summers, when most workers head home, wages see a brief hike. The lack of access to clean water means they cough up Rs. 50 a day on buying it.

With no job security and the absence of a strong forum that take up their grievances, workers are at the mercy of their employer. Many do not belong to any union.

As per IMC, the yard provides employment to around 50,000 people directly and a larger population indirectly, annually producing 3.5 million tonne of re-rollable steel.

Source: the hindu. 18 August 2014
http://www.thehindu.com/news/national/other-states/corruption-and-poor-law-enforcement-set-death-traps-for-alang-workers/article6326662.ece?homepage=true

Experts to Address Regional Maritime Industry

Over 30 of the world’s foremost maritime authorities will share their latest industry insight at the seventh biennial Seatrade Middle East Maritime (SMEM) exhibition and conference, which is scheduled to take place in Dubai from 28-30 October 2014, during Dubai Maritime Week.

Speakers and delegates representing international and regional shipping operators, ports, financiers and associated maritime professionals will be welcomed by international broadcaster and journalist, Mishal Husain, who is confirmed as this year’s keynote session moderator and master of ceremonies for the 2014 Seatrade Maritime Awards.

Husain will open up keynote proceedings and introduce HE Khamis Juma Buamim, Chairman & Group CEO, Drydocks World and Maritime World and Colonel Rashed Al Hebsi, CEO, Tasneef Emirates Classification Society; who will address the prospects for the region’s shipping companies and their international partners as the world economy continues to grow and ease out of global recession.

“The Middle East is a gateway to the emerging markets of Africa and Asia’s maritime hubs, and our 2014 line-up of speakers are collectively shaping the future of the sector in the region. The confirmation of Mishal Husain as event anchor adds further gravitas to what is the largest gathering of influential industry heads,” said Chris Hayman, Chairman of Seatrade, organisers of Seatrade Middle East Maritime.   

A familiar face on television and a UK radio personality, Husain has 15 years’ international broadcast exposure experience, fronting main news bulletins, reporting on location, and interviewing world leaders.

The Seatrade Middle East Maritime conference includes an Economic Forum session on day one, moderated by Marcus Machin, CEO, Tufton Oceanic Middle East Ltd.

Port Investment and Logistics will be addressed on the morning of day two, with input from experts such as Michael Deleuran – Milaha in Qatar, Dimitris Kostianis - Saudi Ports Authority; Alan Murphy - SeaIntel Maritime Analysis and Dirk Van den Bosch, Chief Commercial Officer, DP World UAE Region.

Bunkering issues in the region are also high on the conference agenda, with Capt. Farhad P. Patel, Director, Sharaf Shipping Agency moderating the session.

Panelist, Christoffer Berg Lassen, CEO, Glander International Bunkering Group, said, ”The Middle East is still at its early stage regarding LNG as bunkers but local operators are placing orders for LNG fuelled harbor tugs. In addition, the United Arab Shipping Company (UASC) has commissioned a series of LNG ready container ships (14.000-18.000 TEU) with deliveries. We expect LNG fuel stations to follow, with Qatar and UAE being the first movers.”  

Patrick Wells, Head of Maritime Department & Acting Deputy Dean Academic Affairs, International Maritime College Oman will moderate the highly anticipated ship repair and refurbishment session with Bernard Veldhoven, Secretary General, International Ship Recycling Association taking the reins for the ship recycling session taking place on the final day of the summit.

Emphasising the importance of recycling, panellist Stephen Drury, Partner, Holman Fenwick Willan said “The availability of a functioning and reliable market for the sale of end of life vessels, and also of suitable facilities for the safe breaking up and disposal of such ships and their materials, are essential components in the wider global industry of marine transportation. The Middle East region, in particular the UAE, is well placed to take advantage of the opportunities for participation in this area.”

Source: The Maritime Executive. 19 August 2014
http://www.maritime-executive.com/pressrelease/Experts-to-Address-Regional-Maritime-Industry--2014-08-19

DECOMMISSIONED USS SARATOGA TO BE SCRAPPED IN TEXAS

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Veterans of the decommissioned aircraft carrier USS Saratoga salute the vessel during a farewell ceremony at Naval Station Newport Friday, Aug. 8, 2014 in Newport, RI. (AP Photo/Jennifer McDermott)

NEWPORT, RI -- The decommissioned USS Saratoga aircraft carrier is set to be hauled away from Newport and brought to Texas to be scrapped.

A crew with Esco Marine is scheduled to tow the carrier out of Naval Station Newport on Wednesday and take it to its ship recycling plant in Brownsville, Texas. The company is being paid a penny by the Navy to dispose of the Saratoga and plans to make money by selling what it recovers from the ship.

The Saratoga was launched in 1955 and decommissioned in 1994. The vessel fell into disrepair, and an effort to preserve the ship as a museum failed.

More than 100 veterans who served on the Saratoga said goodbye at a farewell ceremony at the naval station earlier this month.

Source: 20 August 2014

25 August 2014

Push for Green Ship Scrapping:

Push for Green Ship Scrapping
Scrapping of ships often involves hazardous practices
A movement for more responsible shipbreaking systems took a step forward with German carrier Hapag-Lloyd announcing it will sell vessels only to specialized recycling yards that comply with environmental guidelines, industry news site World Maritime News reports.

"It will be good to see, well ahead of proposed regulations entering in force, many more companies following this example by providing their ships with Inventories of Hazardous Materials and by ensuring that their ships are recycled in line with the guidelines of the IMO's Hong Kong Convention for the Safe and Environmentally Sound Recycling of Ships, 2009," said Anil Sharma, president and CEO of Global Marketing Systems Inc. (GMS), the largest cash buyer of ships for recycling.

"This will ease the entry into force of the Hong Kong Convention because recycling yards around the world will realise the need to be prepared and to invest in safety and environmental protection improvements."

Sharma said there are already some yards, including in China, that comply with regulations, but others around the world, particularly in India, are also moving toward improvements, which could allow environmentally responsible practices to become widespread.

"At this early stage, shipowners must target their custom towards recycling yards in all areas of the world, including India, China and Turkey," he said.

GMS, which was involved in deliberations leading to the Hong Kong Convention, said some yards need to work in partnerships with shipowners to develop better systems.

The NGO Shipbreaking Platform found that more than half of large ocean-going vessels scrapped in 2013 ended up in substandard facilities in South Asia.

Source: ship and bunker. 22 August 2014

USS Saratoga carrier heads off to be scrapped:

A tug works alongside the decommissioned aircraft carrier USS Saratoga at Naval Station Newport Thursday on Thursday. The ship departed port Thursday ...

NEWPORT, R.I. — The decommissioned aircraft carrier USS Saratoga left its port in Rhode Island on Thursday for its final journey to Texas, where it will be scrapped.

The ship departed Naval Station Newport and made its way down Narragansett Bay to the Atlantic Ocean. It is heading to the Esco Marine ship recycling plant in Brownsville, Texas. The Saratoga was supposed to leave Wednesday, but the voyage was postponed because of concern that storms were developing along the route.

Esco Marine is being paid a penny by the Navy to dispose of the Saratoga. It plans to make money by selling what it recovers from the ship.

“It’s a sad day in a way to see a great lady finish her career by being towed off to be scrapped,” said Bill Sheridan, who was involved in the effort to try to save the ship by turning it into a museum.

Tugs arrived at the station at about 6 a.m. Thursday and the lines that had held the carrier to the pier for 16 years were cut. The carrier passed under Newport’s Claiborne Pell Bridge and by Fort Adams at midmorning, where people had gathered to watch it go. The trip is expected to take about 16 days.

More than 100 veterans from all eras of the carrier’s life took part in a farewell ceremony at the naval station earlier this month. They walked along the pier, taking pictures and looking up at the Saratoga one last time.

The Saratoga — named for the decisive battle of the American Revolution fought in upstate New York — was commissioned in 1956 and completed 22 deployments before it was decommissioned in 1994. It was off the coast of Cuba during the Cuban Missile Crisis, off of Vietnam during the Vietnam War and in the Persian Gulf during the first Iraq War. It arrived in Newport in 1998 and fell into disrepair.

The Navy took the Saratoga off the donation list in 2010 after another carrier, the USS John F. Kennedy, became available for a museum. There are plans for a memorial to the Saratoga on board the future Kennedy museum.

The Saratoga, Sheridan said, is “gone but not forgotten, and always remembered in our hearts.”

Source: herald net. 21 August 2014
http://www.heraldnet.com/article/20140821/NEWS02/140829762

22 August 2014

Anhui allocates RMB1.1bn to river vessel scrapping subsidy:

Shanghai: Anhui Maritime Safety Bureau announced that it has allocated RMB1.1bn to a ship scrapping subsidy in a response to the Ministry of Transport’s call to standardize inland river vessels. RMB660m of the subsidy will be provided by the central government.
According to the bureau’s statistics, there are 14,106 vessels with a total capacity of 10.6m dwt that need to be scrapped and the bureau has designated 106 ship breaking yards to scrap the vessels.
Currently the bureau has allocated the first batch of RMB334m to the relevant companies.

Source: sinoshipnews. 20 August 2014

India's shipbreakers in safety spotlight:



The Indian government is contemplating updating labour laws for its shipbreaking industry, The Hindu newspaper has reported. However, it has been claimed that any such move would have little impact on the 'cycle of deaths' at Alang, the largest ship scrapping site in the world.
Thirteen workers died at the Alang yard in the first six months of 2014 while the annual average is 10, it is reported. This increase is attributed in part to the poor implementation and breaking of safety laws, and more specifically to 'improper cleaning' and time issues.

'Earlier, cutting a ship would take about six months; now it's done in one and a half months,' a gas cutter is quoted as saying. Another dismisses the supposed commitment of yards to the improvement of working conditions as 'just for show'. Furthermore, it is claimed that the Ship Breaking Code issued by India's steel ministry in 2013 exists only on paper.

According to industry insiders, Indian shipbreakers routinely pay a sum of US$ 5000 to get clearance for shipbreaking from customs officials, as well as the Gujarat Pollution Control Board and the Gujarat Maritime Board. Even some police sources have suggested the industry is 'fixed'.

Regarding various scrapping accidents, the police admits it has launched separate investigations into 'likely negligence' on the part of the aforementioned authorities. Alang provides direct employment for more than 50 000 people and annually produces 3.5 million tonnes of re-rollable steel.

A closer look at the shipbreaking industry in India and Bangladesh will appear in the September issue of Recycling International.

Source: recycling international.
http://www.recyclinginternational.com/recycling-news/8122/other-news/india/india-039-s-shipbreakers-safety-spotlight