The implementation of the European Regulation on Ship Recycling and the prosecution of shipping companies in the Netherlands for recycling[ds_preview] ships in South Asia have enforced the urgent need for the entry into force of Hong Kong Convention (HKC). When in force, it will provide international regulations that ensure a minimum set of standards for the safety of workers and the protection of the environment. The Convention was designed to be an enforceable, workable and pragmatic standard that fits with the governance regime of international shipping and that provides a level playing field. Nevertheless, it often comes under unwarranted and baseless attacks by NGOs dedicated to opposing beaching and to shutting down the shiprecycling industries in South Asia.
Whereas it is not unusual for long delays before new IMO Conventions enter into force, the current heightened focus on ship recycling suggests that, ten years after HKC’s adoption, it is high time now for governments to ratify/accede to it, and there are signs that this is already happening. With Turkey’s recent ratification there are now seven Contracting States representing more than 20% of world merchant shipping tonnage.
We are informed that the German parliament has now agreed its accession, while also the Netherlands, Japan, Estonia, India and possibly other countries are making progress and may be announcing their accession soon. It is therefore probable that by the end of this year we may be very close to fulfilling the three conditions for entry into force, with the only remaining obstacle being the accession of one more major shiprecycling country, namely China or Bangladesh.
Even with HKC not in force, the technical standards of the Convention and its Guidelines are already implemented on a voluntary basis and with positive results. The Diplomatic Conference that adopted HKC also adopted a Conference Resolution on: »Early Implementation of the Technical Standards of the Hong Kong Convention«. The Resolution, as if anticipating the delay in entry into force, invites the voluntary implementation of the technical standards of HKC by countries to their ship recycling facilities; and by the industry to ships and to recycling facilities.
Until 2013, I worked for IMO and was responsible for the development of HKC and of its guidelines. During that time, I invited and encouraged the participation of industry stakeholders in various IMO meetings and seminars, including shipowners, ship recyclers, lawyers, brokers, and cash buyers so that these professionals could impart their expertise to the IMO regulators. This simple and expedient initiative did a lot to avoid mistakes that occasionally plague other international conventions.
From an early stage, the Chairman of GMS, which is the leading and largest cash buyer of end of life ships, understood how the industry will be changing in the future and not only supported IMO’s efforts, but also engaged me as a non-executive director after my retirement. I was delighted to have the opportunity to work on the »coal face« of the industry and to be able to develop an avenue for shipowners who wanted to recycle their ships in line with HKC. This led GMS to establish its Responsible Ship Recycling Programme (RSRP) that provides contractual assurance to a seller shipowner: for the selection of suitably certificated yard; that will be recycling his ship according to HKC standards; that would allow the Seller access to its facilities during recycling works; and will provide frequent progress reports and a completion report. In the last two years 36 ships have been recycled according to RSRP. Now more cash buyers are offering similar services. Not a bad job for a retiree!
