The recycling of end-of-life vessel

The recycling of end-of-life vessels has been identified as a key economic activity for sustainable
development. India is the world's leading ship recycling (i.e. breaking, dismantling) country working on
the principle of waste to wealth. However, the nature of operations carried out at ship-recycling facilities
has raised concerns relating to occupational health, safety and environment (HSE). Though the efforts
made by both Hong Kong Convention (HKC) and European Union (EU) legislation on safe and environmentally
sound ship recycling are commendable, there exists no standard example or case report showing
how to prepare the ship-specific recycling plan (SRP). Also, a clear guidance does not exist on preparation
of the “ship-specific recycling plan” required for the three-step risk assessment method (reported in our
earlier research).
Nearly 80% of the vessels dismantled in Alang ship recycling yards in India include bulk carrier,
container and general cargo ships. Therefore, two bulk carrier ships, two general cargo ships and two
container ships were tracked (one ship at a time) from beaching to complete recycling in this study and
the life cycle of recycling process was investigated in-depth aiming at articulating the so called “shipspecific
recycling plan”. At the outset, it was understood that the lateral knowledge of experts involved in
risk assessment exercise needs to be complemented with the causeeeffect relationships. Therefore,
what-if-analysis was employed to articulate the HSE issues associated with the above six ships selected
for investigation. In addition, the inventory of hazardous/non-hazardous wastes generated during the
course of recycling of six ships under investigation were classified as per the Inventory Guidelines prescribed
by International Maritime Organization (IMO).
It was observed that bulk carrier, general cargo and container ships were broken in a similar manner.
There are certain limitations with respect to the number of workers that could be engaged and size of the
ship that could be beached in a given yard for recycling resulting from the physical size of the yard and
fluctuations in the price of steel in international market. It was articulated that, on an average,
1.762 ± 0.026 man days would be required to dismantle one LDT of a given ship. The number of man days
required for complete recycling of a given type of ship can indeed be used as the most important
parameter while developing and planning for recycling of a given ship. The ship-specific recycling plan,
what-if-analysis and wastes inventory developed in this research will further strengthen the three-step
risk assessment method. Also, it is hoped that the results of this research will play a major role in fulfilling
the legal obligations and eventually help in achieving the safe and environmentally sound ship
recycling as desired by HKC and newly passed EU legislation.

Results (English) 2:

End-of-Life Recycling of the vessels has been identified as a Key Economic Activity for Sustainable
Development. India is the World's leading Ship Recycling (IE Breaking, dismantling) Country working on
the principle of waste to wealth. However, the nature of Operations carried out at Ship-Recycling facilities
has raised concerns relating to Occupational Health, safety and Environment (HSE). Though the efforts
Made by both Hong Kong Convention (HKC) and European Union (EU) legislation on Safe and ENVIRONMENTALLY
Sound Ship Recycling are COMMENDABLE, there exists no standard example or Case Report showing
How to Prepare the Ship-specific Recycling Plan (SRP). . Also, a Clear Guidance does not exist on Preparation
of the "Ship-specific Recycling Plan" required for the Three-Step risk Assessment method (reported in our
earlier Research).
Nearly 80% of the vessels dismantled in Alang Ship Recycling yards in India. include bulk Carrier,
Container and Cargo Ships general. Therefore, Two bulk Carrier Ships, Two general Cargo Ships and Two
Container Ships were Tracked (one Ship at a time) from beaching to Complete Recycling in this Study and
the Life Cycle of Recycling Process was investigated in-depth aiming at articulating the so Called. "Shipspecific
Recycling Plan". At the outset, it was understood that the lateral Knowledge of Experts involved in
risk Needs Assessment exercise to be complemented with the Causeeeffect relationships. Therefore,
what-if-Analysis was employed to Articulate the HSE issues associated with the above Six Ships selected
for Investigation. In addition, the Inventory of hazardous / non-hazardous wastes Generated during the
course of Recycling of Six Ships under Investigation were classified as per the Inventory Guidelines prescribed
by International Maritime Organization (IMO).
It was observed that bulk Carrier, general Cargo and Container. Ships were Broken in a similar manner.
There are certain limitations with respect to the Number of Workers that could be Engaged and Size of the
Ship that could be beached in a GIVEN Yard for Recycling resulting from the physical Size of the Yard and
fluctuations in the. price of steel in international market. It was Articulated that, on an average,
1.762 ± 0.026 days would be required to Dismantle Man LDT one of a Ship GIVEN. Man Number of the days
required for Complete Recycling of a GIVEN Type of Ship Can indeed be used as the Most important
parameter while developing and planning for Recycling of a Ship GIVEN. The Ship Recycling Plan-specific,
what-if and wastes Inventory Analysis-Research developed in this Will further strengthen the Three-Step
Assessment risk method. Also, it is hoped that the results of this Research Will Play a Major role in fulfilling
the Legal Obligations and eventually Help in achieving the Safe and Sound ENVIRONMENTALLY Ship
Recycling as desired by HKC and Newly Passed EU legislation.

Results (English) 3:

The recycling of end-of-life vessels has been identified as a key economic activity for sustainable.Development. India is the world "s leading ship recycling (i.e. Breaking dismantling), country working on.The principle of waste to wealth. However the nature, of operations carried out at ship-recycling facilities.Has raised concerns relating to occupational health safety and, environment (HSE). Though the efforts.Made by both Hong Kong Convention (HKC) and European Union (EU) legislation on safe and environmentally.Sound ship recycling are commendable there exists, no standard example or case report showing.How to prepare the ship-specific recycling plan (SRP). Also a clear, guidance does not exist on preparation.Of the "ship-specific recycling plan." required for the three-step risk assessment method (reported in our.Earlier research).Nearly 80% of the vessels dismantled in Alang ship recycling yards in India include, bulk carrierContainer and general cargo ships. Therefore two bulk, carrier ships two general, cargo ships and two.Container ships were tracked (one ship at a time) from beaching to complete recycling in this study and.The life cycle of recycling process was investigated in-depth aiming at articulating the so called shipspecific. "Recycling plan ". At, the outset it was understood that the lateral knowledge of experts involved in.Risk assessment exercise needs to be complemented with the causeeeffect, Therefore relationships.What-if-analysis was employed to articulate the HSE issues associated with the above six ships selected.For investigation. In addition the inventory, of hazardous / non-hazardous wastes generated during the.Course of recycling of six ships under investigation were classified as per the Inventory Guidelines prescribed.By International Maritime Organization (IMO).It was observed that bulk carrier general cargo, and container ships were broken in a similar manner.There are certain limitations with respect to the number of workers that could be engaged and size of the.Ship that could be beached in a given yard for recycling resulting from the physical size of the yard and.Fluctuations in the price of steel in international market. It was articulated that on an average,,1.762 edge 0.026 man days would be required to dismantle one LDT of a given ship. The number of man days.Required for complete recycling of a given type of ship can indeed be used as the most important.Parameter while developing and planning for recycling of a given ship. The ship-specific, recycling planWhat-if-analysis and wastes inventory developed in this research will further strengthen the three-step.Risk assessment method. Also it is, hoped that the results of this research will play a major role in fulfilling.The legal obligations and eventually help in achieving the safe and environmentally sound ship.Recycling as desired by HKC and newly passed EU legislation.