FOREWORD
The present document is a revision of the Pocket Book Manual to Green Ship Recycling published in a draft form December 2005 to the intersessional working group.
The report was initiated by the Danish EPA to assist implementation of the Basel Convention Technical guidelines for the environmentally sound management for full and partial dismantling of ships. The project was steered by Lone Schou of DK EPA, and developed by project manager Frank Stuer-Lauridsen (DHI Water & Environment) and Klaus Winther Ringgaard (COWI).
The guide applies to all developments for green recycling be it in countries that were previously engaged in ship scrapping, countries new to the industry or the existing breakers primarily in Asian countries. It is foreseen, however, that the latter will be the main users of the guide and the emphasis is on development of existing substandard facilities.
The International Maritime Organization and the International Labour Organization are also deeply engaged in the addressing the issue of ship recycling. Presently, these organisations and the Basel Convention Secretariat participates in a joint working group to coordinate efforts and bring the various guidance documents issued on ship recycling, ship breaking and ship dismantling into a combined document. The present document does not aim at addressing the issued covered by IMO and ÌLO, but may form a Basel Convention contribution to the process.
The revision of the draft version of December 2005 includes a modification of table 3.8 on disposal and the addition of three new tables 3.9-.3.11 addressing the management of hazardous waste seen from the primary handling point of view: is it solid, liquid or integrated in equipment?
Also presented to the working group is a more detailed table on hazardous materials as they may be found in the vessel’s structure and equipment, generated during operation or located in stores. The table points out the typical occurrences and labelling codes for hazardous materials according to Basel Convention classification, and may be appended to the Pocket Book Manual.
We will appreciate your comments before 20 September 2006.
Implementation of Green Ship RecyclingPocket Book Manual
Draft B June 2006
Danish Environmental Protection Agency / Draft B
June 2006
Implementation of Green Ship Recycling
Pocket Book Manual
Draft B June 2006 / Agern Allé 5
DK-2970 Hørsholm, Denmark
Tel:+45 4516 9200
Fax:+45 4516 9292
Dept. fax:
e-mail:
Web:
Client
Danish Environmental Protection Agency / Client’s representative
Lone Schou
Project
Implementation of Green Ship Recycling / Project No
53828
Authors
Frank Stuer-Lauridsen, DHI
Klaus Winther Ringgaard, COWI / Date
June 2006
Approved by
B / Draft / FSL / FSL / KIG / 270606
A / Draft / FSL / FSL / TMA / 061205
Revision / Description / By / Checked / Approved / Date
Key words
Ship recycling, Hazardous waste, Basel Convention / Classification
Open
Internal
Proprietary
Distribution / No of copies
Danish Environmental Protection Agency
DHI: / Lone Schou
contents
1Introduction
2Layout of Green REcycling yard......
3The upgrading or development of a green yard......
3.1Green Issues Prior to Arrival......
3.2On Arrival Verification and Pre-cleaning Process......
3.3Dismantling Process......
3.4Interim Storage, Transport and Disposal......
3.5Contingency Plans and Monitoring Programmes......
AppendiCES (not included in Draft)
APaper trail procedure and certifications
BTable of onboard hazardous materials, locations and labelling codes
1 / DHI Water & Environment1Introduction
The present implementation guide should be seen as a brief “pocket-book” version of the existing Technical Guidelines for the Environmentally Sound Management of the Full and Partial Dismantling of Ships published by the Basel Convention in 2003.
It is primarily aimed at the operators of yards interested in entering the market for green recycling through upgrading of an existing yard. The information is given at the level where the management and their contractors can develop the actual plan for upgrading based on the guidance and the information sources given.
Yards engaged in upgrading will most likely address safety and health issues and upgrade the purchasing procedures simultaneously with addressing the environmental issues. The guidance outlined in the International Maritime Organization (2003) Guidelines on Ship Recyling and the International Labour Organization (2003) Safety and health in shipbreaking: Guidelines for Asian countries and Turkey should be consulted for these issues.
The IMO guideline contains an outline for the information and documents to be exchanged prior to sale and after sale between Shipowner/Seller, Recycling State Authorities and Recycling Facility/Buyer. With respect to the proper initiation of a green recycling process two key documents are 1) the ship’s Green Passport, including the Hazardous Materials Inventory, which is the responsibility of the shipowner and 2) the Ship Recycling Plan, which is prepared by the Ship Recycling Facility. With these documents prepared during the sale of the vessel the pre-cleaning process can be planned and partly initiated prior to arrival of the ship at the recycling facility. The overall remaining activities in an environmental context are the core recycling process of dismantling the vessel and the final storage, transport and disposal of hazardous materials. In case of a towed vessel, pre-cleaning may be completed before the final voyage, and the fate of hazardous waste must be transparent and in compliance with relevant legislation and guidance.
During the complete recycling activities, a yard should be able to produce a verifiable paper trail of the procedures, subcontractors and facilities employed in the process. This includes requesting and documenting the procedures for final disposal of various hazardous wastes from contractors.
1 / DHI Water & Environment2Layout of Green REcycling yard
The recycling of vessels is performed by facilities using primarily three modes of accessing the ship during the dismantling: beaching, quay side mooring or dry docking. Slip way recycling is also used for larger vessels in combination with beaching and pier breaking.
Upgrading to green recycling according to the Basel Convention Guideline entails that it is preferable to break along a quay or pier rather than on a beach/tidal mud flat and ultimately to break in dry docks rather than at piers. Several countries and organisations have initiated and implemented procedures and techniques locally for improving the environmental and working conditions in ship recycling. This includes the beach and slip way approach in Turkey, pier breaking in China and tidal flat beaching in Bangladesh. The lessons learned from these activities should be consulted when available
Several recycling yards employing pier breaking have implemented workers health and environmental management systems allowing them to achieve certification by international organisations, OHS and ISO (examples from China). The experiences of these yards can also be consulted. Finally, the full upgrading to breaking in dry docks is rare in ship breaking, but experiences within the decommissioning of naval ships or offshore platforms can be consulted (USA, UK, Norway).
A generic plan for the organisation and layout of a ship recycling yard is given in the Basel Convention Guideline Chapter 5 and a schematic map is shown overleaf. A key issue in the development and organisation of a safe yard is the separation of hazardous activities, incl. handling of hazardous materials, from other activities in the yard. It is obvious that depending of the type of facility and the sophistication of the methods employed presently the upgrading may have many starting points. Nevertheless, very simple measures may indeed be the most critical, and this includes a well organised and timely separation of activities, good housekeeping in the use and disposal of chemicals used in the dismantling activities and the combined efforts made to avoid accidents, fires and explosions. The ILO Guidelines can be consulted for this.
Schematic layout of Ship Recycling Facility according to ESM approach.
3The upgrading or development of a green yard
When upgrading a yard to offer green recycling it should be considered to which level the yard should upgrade. The starting point is different between existing shipbreaking yards and between countries, and the sequence and timing of upgrade may therefore also be different. The Basel Convention Guideline on Environmental Sound Management of Full and Partial Dismantling of Ships allows in Section 7 and Table 11 for a sequenced achievement of compliance to the guide over a 10 years period. The yard should consider these issues and chose their path. In the following tables the steps relates to hazardous materials and the protection of the environment are outlined for each activity of the ship recycling procedure beginning with
- the purchase and prior-to-arrival activities,
- the pre-cleaning,
- the dismantling and
- the storage, transport and disposal.
The upgrading to green recycling may entail a number of investments for a given yard, both in terms of “software”, i.e. training of personnel and increasing awareness, and in terms of improving the tools, personal protection equipment and equipment used. Some of the investments may be substantial and the Basel Convention Guideline contains an approximate ranking of costs in pages 71-79.
An inventory of hazardous materials onboard may have been carried out during purchase or a green passport may be available. This forms the basis of a pre-cleaning activity, which is crucial for the protection of both workers and environmental health. The pre-cleaning may be carried out before transport to the yard if the vessel is towed, or it is performed on arrival. The yard must establish a team skilled in identifying and labelling hazardous material onboard, both for the verification of an existing inventory or for the development of a new. The training of the specialised employees could be made available e.g. through a national association of shipowners or shipbreakers, or via international organisations.
The typical hazardous materials onboard are well known and it is likely that guidance for their removal and regulation of their storage, transport and disposal is available in national regulation. The establishment of an Environmental Management System at the yard may also be helpful in achieving compliance and such a system will allow the yard to be certified through internationally recognised systems, such as ISO.
Whether the yard itself manages the disposal of hazardous waste or the activity is outsourced to a company, performed by a utility or local authority, the fate of all hazardous materials should be thoroughly documented in a green recycling facility. The disposal facilities used must therefore also provide the yard with proof of their approval, licence or certification documents. Provisions for disposal of some of the most prominent wastes are given in tables in the Storage, Transport and Disposal section.
3.1Green Issues Prior to Arrival
Table 3.1Green Recycling Issues Addressed During Contract Negociations
General Issues / ActionsThe yard must obtain information on hazardous materials onboard already when accepting a vessel. / A request for the ship’s Green Passport and the inventory according to “Inventory Of Potentially Hazardous Materials On Board” from IMO Guideline should be submitted to shipowner.
Approval for import of ship destined for scrapping. / The relevant local authorities should be informed.
Documentation of management of environmental issues / Paper trail documentation initiated during acquisition.
Special issues
Ballast water management / Seller and Buyer’s should agree to use the IMO guidelines for ballast water management prior to arrival
Residual materials (e.g cargo, bunker, fuels, bilge, holds/tanks / Seller and Buyer’s agreement on use of a cleaning station or MARPOL facilities en route
Non-acceptable materials onboard / Initiate pre-cleaning prior to arrival, re-export hazardous waste according to international rules, or reject of ship
Guidelines, recommendation etc.
Basel Convention (2003) Technical guidelines for the environmentally sound management for full and partial dismantling of ships. page 44
Guidance for paper trail (Danish/Dutch procedure when available?)
International Maritime Organization, IMO (2003) IMO Guidelines on Ship Recyling. Resolution A.962(23) Adopted on 5 December 2003 (Agenda item 19). Section 8 relates to paper trail and appendix 3 is a template for Hazardous Materials Inventory.
International Chamber of Shipping, ICS (2001). Industry code of practice on ship recycling and Inventory of potentially hazardous materials on board, International Chamber of Shipping, London, 2001 (
IMO Assembly Resolution A.868(20): “Guidelines for the control and management of ships ballast water to minimise the transfer of harmful aquatic organisms and pathogens”.
Table 3.2Green Recycling Issues to be addressed in the Ship Recycling Plan.
General Issues / ActionsPlanning of a safe recycling process / The dismantling process should only be initiated after development of a detailed plan for the sequence of activities. A guidance document is available from IMO and it calls for a Safety and Health Plan, an Environmental Compliance Plan and an Operational Plan.
Ensuring that site layout corresponds to a safe dismantling process / Segregate activities in time and space while ensuring the flow of equipment, resources and traffic.
Special issues
The Ship Recycling Plan should address particular issues related to each individual vessel / If required, the recycling plan is submitted and negotiated with authorities and stakeholders
Paper trail / Prepare documentation of activities. The Plan is a key document demonstrating that the yard takes verifiable consideration to the environment through the Environmental Compliance Plan.
Identification / Develop the procedures for identifying and labelling all hazardous materials and areas, incl. enclosed spaces. Ensure availability of skilled crew from Buyer.
Pre-cleaning / A key element is the Operational Plan scheduling the procedures for removing hazardous material while dismantling the vessel.
On site transport and storage / Directions for transport and storage under safe conditions are developed. The interim storage facilities must ensure containment conditions in case of spills.
Disposal of hazardous materials / The removal of hazardous material from yard for disposal under appropriate environmental sound management conditions must be verifiable.
Guidelines, recommendation etc.
Basel Convention (2003) Technical guidelines for the environmentally sound management for full and partial dismantling of ships. Chapter 6 and Table 10.
International Maritime Organization, IMO (2004) Guidelines for the Development of the Ship Recycling Plan. Circular 419.
International Maritime Organization, IMO (2003) IMO Guidelines on Ship Recyling – Appendices 3, 4 and 5. Resolution A.962(23) Adopted on 5 December 2003 (Agenda item 19).
ILO (2003) Safety and health in shipbreaking: Guidelines for Asian countries and Turkey. Section 7.2.
3.2On Arrival Verification and Pre-cleaning Process
Table 3.3Green Recycling Issues related to Securing and Inspection Verifying the Hazardous Materials Inventory on Arrival of Vessel.
General Issues / ActionsStatus of the Hazardous Materials Inventory developed by shipowner and/or buyer / Preferably, the ship’s crew has identified and marked the hazardous materials onboard during the last voyage.
Ship arrival status comply to agreed pre-arrival cleaning activities / The yard’s pre-cleaning crew must check the accuracy and completeness of the labelling or removal of hazardous materials, and if needed complete labelling to the quality standards of the yard.
Special issues
Hazardous wastes collected during final voyage must be secured. / Hazardous waste that is ready for transport, storage and disposal or reuse, such as stores of e.g. oil, should be classified and labelled according to relevant national or international legislation. Other polluting materials should be marked to allow proper handling during dismantling.
Residual hazardous or polluting materials must be removed / Contingency measures taken, e.g. oil spill booms in place. For transport measures see section 3.4
Reusable equipment removed and brought to storage / Ensure safe transport to shore. For transport measures see section 3.4
Guidelines, recommendation etc.
Basel Convention (2003) Technical guidelines for the environmentally sound management for full and partial dismantling of ships. Appendix B.
International Maritime Organization, IMO (2003) IMO Guidelines on Ship Recyling – Appendix 3. Resolution A.962(23) Adopted on 5 December 2003 (Agenda item 19).
International Chamber of Shipping, ICS (2001). Industry code of practice on ship recycling and Inventory of potentially hazardous materials on board, International Chamber of Shipping, London, 2001 (
IMO Assembly Resolution A.868(20): “Guidelines for the control and management of ships ballast water to minimise the transfer of harmful aquatic organisms and pathogens”
Table 3.4Green Recycling Issues to be addressed in Pre-Cleaning.
General Issues / ActionsThe identified hazardous materials should be carefully removed as it becomes accessible. / The Ship Recycling Plan should contain detailed directions for the sequence of events in dismantling and the appropriate actions to be taken to recover all hazardous material in a safe manner. The directions must be followed carefully
Containment / The removed materials and products shall be stored in a dedicated area with hard bottom and equipped with containment walls sized to contain the maximum volume of the largest storage tank
Good housekeeping / Keep a clean recycling site and separate wastes and keep them separated.
Special issues
Asbestos / Pre-cleaning operations involving a risk of occupational exposure to airborne asbestos dust shall be performed in accordance with the appropriate ILO code of practice (1984)
PCB / Possible PCB containing equipment and products shall be identified and tested for PCB-content. PCB-containing products/equipment shall be removed according to requirements found in UNEP 1999
Metals / The metals shall be sorted into separate waste fractions and reused, according to Basel Convention guidelines.
Cables shall not be burned at site
Organotins / Avoid generating and wasting paint chips
Oil and oily water / Removed to safe tank arrangement equipped to reduce risk of spills and to contain the maximum volume of the largest storage tank, according to Basel Convention guidelines
Sludge and bilge water / Reduce generation of bilge water from rain water during dismantling. Removed to safe tank arrangement equipped to reduce risk of spills and to contain the maximum volume of the largest storage tank. Decide on pollutant concentrations and thus possible disposal
Freons / Freons shall be recovered to closed cylinders from cooling systems before removing the systems themselves
Ballast water / The ballast water should be cleaned, according to IMO Resolution A.868(20), before acceptance of ship at recycling facility
Guidelines, recommendation etc.
ILO 1984. Code of practise on safety in the use of asbestos
UNEP, August 1999. Guidelines for Identification of PCBs and materials containing PCBs.
IMO Resolution A.868(20): Guidelines for the control and management of ship's ballast water to minimise the transfer of harmful aquatic organisms and patogens
Basel Convention (2003) Technical guidelines for the environmentally sound management for full and partial dismantling of ships. Page 46-49
International Maritime Organization, IMO (2004) Guidance document on the Ship Recycling Plan.
United Nations Environment Programme. Montreal Protocol on Substances that Deplete the Ozone Layer.UNEP. 1987. Last amended September, 1997
International Maritime Organization, IMO (2003) IMO Guidelines on Ship Recyling – Appendix 1. Resolution A.962(23) Adopted on 5 December 2003 (Agenda item 19).
3.3Dismantling Process
Table 3.5Green Recycling Issues to be addressed in Dismantling.