The Responsible Recycling of Ships - :: GMS Leadership · 2018-06-20 · The Responsible Recycling of Ships 負責任的拆船 Dr Nikos Mikelis Non Executive Director, Green Ship

HKSOA 香港船東會 Year Book 2015-2016 年刊 47

The Responsible Recycling of Ships 負責任的拆船

Dr Nikos Mikelis Non Executive Director, Green Ship Recycling Program GMS

Introduction to the Recycling of Ships

In these difficult times for shipping, shipowners thoughts often turn to the recycling of ships. It is therefore timely for this article to focus on what happens to end-of-life ships.

In the world fleet currently there are 60,000 ships in service of 500 GT and above, this being the size limit used in relevant international regulations. Just over one third of these ships (21,000) are over 20 years old. Even at the end of their life, ships retain significant economic value as their steel, non-ferrous metals and their equipment are sold for recycling and re-use. This value can often represent 10% or more of the newbuilding value, such a figure varying with the trends in the newbuilding and the recycling markets. In general ships reach their end of life when their sale value for further trading drops below their recycling value. This may happen due to a ship’s increasing age; due to its deteriorating condition that may necessitate uneconomic maintenance; due to the demand for ships being lower than the available supply (as is the case at present); due to specific regulatory requirements (as was the case with the double hull requirements for tankers, or the forthcoming requirements for ballast water treatment systems); or very occasionally due to the introduction of innovative technology (transition from steam to diesel) or important changes to trading patterns. In general, small ships used in domestic or regional trading tend to have longer life, while the larger ships that trade internationally on average tend to go for recycling at around 25 years of age (or a few years later if demand for shipping is high, or earlier in periods of low demand as at present).

It may just be relevant to make the point here that, for as long as end-of-life ships have economic value there is no alternative to recycling them. If on the other hand the liabilities of end-of-life ships were to grow and become larger than residual value, we would then most probably witness abandonment of ships or deliberate scuttling on a large scale.

As also indicated on the graph below, for the last twenty years the ship-recycling yards in Bangladesh, China, India, Pakistan and Turkey have been recycling 97% to 98% of all the tonnage that is recycled in the world. The economies of these five countries are characterised by a great appetite for scrap steel for their steel making needs. Of the five, the three South Asian countries recycle more than two thirds of the world’s recycled tonnage and are the most competitive in the industry in terms of the prices they pay

GMS綠色船舶拆除專案非執行董事尼克斯 •米克裡斯博士

拆船簡介

在航運困難時期，船東的想法往往會轉移到拆船

方面。因此，本文將重點關注已達報廢年齡的

這些船舶的命運。

在全世界的船舶隊伍中，目前在役的 500 總噸和以上的船舶有 60,000艘，而 500總噸是相關國際法規中使用的噸位限制單位。這些船舶中，

只有逾三分之一（21,000艘）船舶的年限已超過20年。即便已達報廢年限，這些船舶仍然擁有相當巨大的經濟價值，因為其鋼材、有色金屬

以及設備都可回收和再利用。這一價值往往能

佔新船價值的 10% 或以上，並會隨著新造船市場以及拆船市場的趨勢而波動。總體而言，當船舶

用於進一步交易的出售價值低於它們的拆船

價值時，這些船舶就達到了報廢年限。發生這

一情況的原因包括：船舶過於陳舊、船況太差

維修成本太高等等、船舶供過於求（就像現在的情形）、法規的特別要求（如：油輪雙層船體要求或者即將執行的關於壓艙水處理系統的要求

等等）、或不常見的創新技術的引入（如：從蒸汽轉變為柴油）或貿易模式發生的重大變革等等。總之，在國內或區域貿易中使用的小型船舶往往

使用壽命更長，而國際貿易中使用的較大型船舶

通常的使用壽命為 25年左右（如果航運需求量高，則有可能多服務若干年，又或者正如目前的

情況，在需求量較低時期，其使用年限將有所

縮短）。

需要重申的是，已達報廢年限的船舶如果存在

經濟價值，那麼就只能拆除它們。而如果使用

壽命已到的船舶其負債大於剩餘價值，那麼我們

最有可能看到的情況就是這些船舶被廢棄，或者

考慮將之沉於海底。

如下圖所示，在過去二十年間，位於孟加拉、

中國、印度、巴基斯坦和土耳其的拆船廠所處理

的船舶在全世界拆船總噸位中佔有 97%~98%的比例。這五個國家的經濟特點便是其鋼鐵製造業

需要大量的廢鋼。在這五個國家中，三個南亞

國家所拆船舶噸位超過了全世界拆船總量的

三分之二，並且他們購買舊船的出價也是最具

競爭性的。除此之外，相比於其他拆船國家，

這三個國家經濟不太發達且較為貧困。而貧困

HKSOA 香港船東會 Year Book 2015-2016 年刊48

for buying end-of-life ships. Also, these three countries are less developed and poorer when compared to the other recycling destinations. As poverty is usually linked to lower safety, social welfare and environmental standards, it is often claimed that the success of the three South Asian countries in ship recycling is due to their lower labour costs and lower compliance costs.

The graph underlines three striking features. Firstly, the ship recycling business is particularly cyclic providing the recycler with no guarantees of employment and no guarantees of a smooth depreciation of investment. This is caused by the cyclic nature of the shipping industry’s supply and demand imbalance and, importantly, by the fluctuations in the price of steel internationally. The second striking feature is the small volume of tonnage recycled in countries other than the five large recycling countries. The third striking feature is the fluctuation of the volumes recycled in China, who for relatively long periods recycles 25% to 30% of the world’s tonnage and then for other periods almost withdraws from the market.

往往與安全性低、社會福利差以及環境標準低

相關聯，故而人們通常認為，這三個南亞國家在

拆船領域所取得的成功是得益於他們相對低廉的

勞動成本以及較低的守規成本。

圖中強調了三個顯著的特徵。第一個特徵，拆船

業務是極具週期性的，無法給拆船廠提供任何

就業保證和投資折舊保證。這是因為船舶行業在

供應與需求的不平衡方面存在的週期性的特性

所導致的，更為重要的是因為國際鋼鐵價格的

波動而導致的。第二個特徵是除上述五個

拆船國家之外，其他國家的拆船舶量較少。

而第三個特徵便是中國拆船量的波動，在過去

相當長的一段時間內，中國的拆船量佔全球

總噸位的 25%~30%，然而之後中國幾乎退出了這一市場。

1998 20141999 2000 2001 2002 2003 2004 2005 2006 2007 2008 2009 2010 2011 2012 2013

0

35,000,000

30,000,000

25,000,000

20,000,000

15,000,000

10,000,000

5,000,000

40,000,000

BANGLADESH INDIA PAKISTAN CHINA TURKEY Rest of World 孟加拉印度巴基斯坦中國土耳其世界其他國家

Gross Tonnage by Country of Recycling

各拆船國家的拆船總噸位



The fact that there is very little ship recycling activity in Europe has often been explained in terms of the inability of Europe to compete with the low labour costs and low compliance costs of South Asia. This is a fallacy and the real reason for the low tonnage recycled in Europe lays elsewhere: whereas the Asian countries utilize scrap steel in their domestic economies, Europe is a very large exporter of scrap steel (in both 2014 and 2015 the European Union was the largest exporter in the world, having overtaken the United States). Therefore, the idea of setting up a ship recycling industry in Europe to break ships (with considerably higher labour and compliance costs), in order to export the scrap to Bangladesh or India, is simply not credible.

As seen in the four photos below, the immediate impression of the recycling of ships in South Asia is that virtually every part of the hull is re-used: steel, machinery, fittings, equipment and even furniture. In these countries almost all of a ship’s fabric is effectively dismantled and sold for further use. A second impression the visitor forms is of the contribution this industry makes to the creation of economic development for local and regional communities. In Alang in India and in Chittagong in Bangladesh, you become conscious of the large-scale direct employment that ship recycling brings to the areas, and also of the additional employment and economic activity that is generated by all the associated industries and by the trading that takes place in the area around the ship recycling yards.

在歐洲幾乎沒有任何拆船活動，理由可能是歐洲

無法與南亞低廉的勞動力成本與守規成本相

競爭。但這完全是一個謬論，真正導致歐洲拆船

量低的原因是：亞洲國家在他們的國內經濟中

利用廢鋼材料，而歐洲是最大的廢鋼出口地區（2014-2015年，歐盟超過美國成為全世界最大的廢鋼出口地區）。因此，在歐洲設立拆船行業（勞動力與守規成本都相當高）而將廢鋼出口到孟加拉或印度的想法是難以令人信服的。

以下四張照片中可以看到，人們對於南亞拆船的

第一印象便是，船舶的幾乎每一個部位都被重新

使用：鋼材、機械、固定裝置、設備，甚至是

傢俱。在這些國家，一艘船舶的幾乎所有構件

都被有效拆卸並予以出售，以供進一步使用。

而參觀者形成的第二個印象便是，這個行業對

本地乃至地區社會的經濟發展所作出的巨大

貢獻。在印度阿郎港以及孟加拉的吉大港，

你可以看到拆船行業為這些地區帶來的大量

直接就業機會，而且還能注意到其相關行業和

貿易行為給拆船廠附近地區提供的額外就業機會

與經濟活動。


While the principle of ship recycling is a sound one, the working practices and environmental standards in many recycling facilities often leave much to be desired. Growing concerns about environmental safety, health and welfare matters in the ship recycling industry resulted in the last two decades in a growing belief in the developed world that international law was needed to regulate ship recycling activities and, in particular, to address the problems of low safety and poor environmental standards in the ship recycling yards of South Asia, where in the last decade India, Bangladesh and Pakistan have been recycling more than two thirds of the world’s tonnage.

The Basel Convention

Around the end of the 1990s the United Nations Environment Programme decided that the already in force Basel Convention (“The Basel Convention on the Control of Transboundary Movements of Hazardous Wastes and their Disposal”) should also regulate the recycling of ships. The Basel Convention has been in force since 1992 having been ratified by most countries (with the important exception of the USA). The Basel Convention provides controls for the international movement of hazardous wastes and for their environmentally sound management. These controls are implemented through the establishment of a chain of communications between the authorities of the country exporting the hazardous wastes with the authorities of the importing country, and with the involvement of the authorities of any transit State. The implementing authorities in most countries usually being Ministries of Environment. The Convention therefore relies on the “prior informed consent” of the authorities of the importing country that agree that the shipment of a certain hazardous waste can take place on the basis that it will be treated in an environmentally sound manner in the importing country. The Convention does not make any provisions specifically for ships, or for recycling yards, and it is very characteristic that the Convention is not cognisant of the concept of flag State, which is so important in all maritime conventions, beginning with the United Nations Convention on the Law of the Sea. Therefore when Basel Convention is applied to end-of-life ships, the exporting country is deemed to be the State from where the ship departed for its last voyage to the recycling State. This in practice has made the Basel Convention unenforceable to ships and the early attempts to implement the Convention to the recycling of internationally trading ships have been unsuccessful, impractical, and prone to gross inefficiencies, as has been shown in a number of cases, such as the Otapan, the Sea Beirut, the Sandrien, the Margaret Hill, the Tor Anglia, etc.

雖然拆船的原則十分完善，但許多拆船廠的工作

環境還有很多有待改善的地方。人們對於拆船

行業的環境安全、健康和福利等問題越來越

關注。因為過去二十年中，發達國家的人們普遍

認為，必須形成國際法規對拆船活動予以監管，

尤其是監管南亞地區的拆船廠安全和環境問題。

過去十年，南亞地區的印度、孟加拉和巴基斯坦

的拆船量在全世界拆船總量所佔的比例已經超過

了三分之二。

巴塞爾公約

二十世紀九十年代末，聯合國環境規劃署作出

決定，將當時已經生效的《巴塞爾公約》（“《控制危險廢料越境轉移及其處置之巴塞爾公約》”）

適用於拆船監管。《巴塞爾公約》自 1992年開始生效，已獲大多數國家的批准（美國除外）。《巴塞爾公約》規定了對危險廢料越境轉移的控制，以及以對環境無害的方式對此等廢料的

管理等。這些控制是通過在危險廢料出口國的

有關部門與廢料進口國的有關部門之間設立

一系列溝通交流而實現的，同時中轉國家的有關

部門也參與其中。大多數國家的執行部門通常

都是環保部門。因此，《巴塞爾公約》需要依賴進口國有關部門給予“事先知情同意書”，而此等《同意書》中同意，只有在進口國承諾對危險廢料進行無害處理的情況下，危險廢料才可以裝船。

《巴塞爾公約》並未針對船舶或拆船廠作出專門的規定，而《巴塞爾公約》並沒有意識到船旗國這一概念以及船旗國從《聯合國海洋法公約》開始在所有國際公約中起的重要作用。因此，

當《巴塞爾公約》適用於到達到報廢年限船舶時，出口國被認定為船舶駛向拆船國最後一次航程的

始發國。實際上，這使《巴塞爾公約》無法針對船舶，而且早期試圖將此公約適用於參與國際

貿易拆船的嘗試都未獲成功，證明《公約》適用拆船是不切實際而且完全無效的。諸多

案例如 Otapa號、Sea Beirut 號、Sandrien號、Margaret Hill 號和 Tor Anglia 號等都證明這一點。



Therefore, in 2004 the governing body of the Basel Convention in its decision VII/26 requested the International Maritime Organization to develop a new convention specific to the recycling of ships. IMO agreed to develop the new convention, and following concentrated work over three and a half years, it adopted in May 2009 the “Hong Kong International Convention for the Safe and Environmentally Sound Recycling of Ships, 2009”, also known as “the Hong Kong Convention”, or the “HKC”.

In the meantime, the European Union implemented the Basel Convention into European law from as early as February 1993. In 2006 the Union replaced its earlier regulation by the Waste Shipment Regulation (EC) No 1013/2006, which implemented an amendment to the Basel Convention, which forbids the export of wastes from developed (OECD) to developing countries (non-OECD). This is known as the Basel Convention’s Ban amendment, which incidentally today is still not in force internationally. When the European Commission tried to enforce the Waste Shipment Regulation to end-of-life ships it faced many difficulties and great evasion by the regulated. In 2011 the European Commission reported that (at least) 91% of ships under the scope of the regulation had ignored its requirements.

The Hong Kong Convention

The limited length of this article precludes a detailed analysis of HKC. Instead the following description of the key elements of the underlying mechanisms of the Convention is provided:

• Inventory of Hazardous Materials (IHM): The Convention requires that ships will be provided with an IHM containing the locations and approximate quantities of hazardous materials that are listed in the Convention’s Annex. These hazardous materials are in fact already controlled by other international Conventions, such as SOLAS, AFS, Montreal Protocol, etc. HKC provides different scopes for the inventories of new ships and of existing ships (more strict and less strict respectively).

• International Certificate on Inventory of Hazardous Materials (ICIHM): Once HKC is in force, ships will be issued the ICIHM, after an initial or renewal survey, by their flag State, or the delegated classification society. The purpose of this certificate, whose validity will be for 5 years, is to ensure that the IHM continues to correctly reflect the hazardous materials that are on the ship.

因此，2014年，《巴塞爾公約》的主管部門在其VII/26 號決議中，要求國際海事組織針對拆船制定針對性的新公約。國際海事組織同意制定

新的公約，並且在歷時三年半的密集工作後，在 2009年 5月正式通過《2009年香港國際安全與無害環境拆船公約》，也稱為《香港公約》或“HKC”。

除此之外，早在 1993年 2 月開始，歐盟就已經將《巴塞爾公約》納入歐洲法律的執行體系。2006年，歐盟採用《廢料航運法規》（EC）第 1013/2006號替代了此前的法規，而該法規執行了《巴塞爾公約》的一項修正案，禁止將廢料從發達國家（經合組織）出口至發展中國家（非經合組織）。該修正案被稱為《巴塞爾公約禁令》修正案，該修正案時至今日都未能在國際上執行。當嘗試對達到報廢年限的船舶執行《廢料航運法規》之時，歐洲委員會遭遇了眾多困難，而且還發生了受監管物件大規模逃避的

情況。2011年，歐洲委員會報告，至少有 91%的船舶無視此項法規的要求。

香港公約

因本文的篇幅有限，無法對《香港公約》進行詳細分析。故而只能在下文中針對《香港公約》的各項基本機制中的關鍵組成部分進行描述：

• 有害物質清單（IHM）：《香港公約》要求，應為船舶提供《有害物質清單》（IHM），說明《香港公約》附件中列明的各項有害物質的所在位置和相關數量。這些有害物質實際上已經受

到其他國際公約的監管，例如《國際海上人命安全公約》、《國際控制有害船底防汙系統公約》（AFS）、《蒙特利爾協定書》等等。《香港公約》針對新船舶和現有船舶的有害物質清單規定了

不同的範圍（嚴格程度更高和降低不等）。

• 國際有害物質清單證書（ICIHM）：一旦《香港公約》生效，船旗國或船旗國委派的船級社在完成初始檢驗或換證檢驗之後，將向船舶出具《國際有害物質清單證書》（ICIHM）。此項證書的有效期為 5年，其目的在於確保《有害物質清單》（IHM）能夠持續正確地反映船上的各項有害物質。


• Ship Recycling Facility Plan (SRFP): Recycling yards located in countries that are Parties to HKC will document in their SRFP the yard’s systems and processes for ensuring safety and environmental protection.

• Document of Authorization to conduct Ship Recycling (DASR): This will be issued by the competent authorities in recycling States Parties to HKC to each authorised yard within their jurisdiction. The DASR will list any limitations that are imposed to the yard, such as size or type of ship, and quantities of any specific hazardous materials that the yard may not be qualified to accept. This certificate will be valid for up to 5 years.

• Ship Recycling Plan (SRP): Recycling yards in countries that are Parties to HKC, prior to commencing the recycling of a ship, will produce a plan based on the specific ship’s IHM and other particulars. The SRP will detail how the yard will dispose of the ship’s hazardous materials and what precautions will be taken against unsafe situations. The SRP will normally be approved by the competent authority of the recycling State.

• International Ready for Recycling Certificate (IRRC): This certificate will be issued to a ship just prior to its recycling by its flag State, or its delegated classification society, following a final survey. This certificate will confirm the validity of the IHM, and the suitability of the selected recycling yard (on the basis of the IHM, DASR, and SRP).

• Other elements in HKC include: notification by the recycling yard to its competent authority of the commencement of recycling; notification to competent authority and flag State of completion of recycling; port State control by Party coastal States; ability of a ship flying the flag of a non-Party State to be recycled in a yard at a Party State as long as that ship meets the requirements for IHM; inability of a ship flying the flag of a Party State to be recycled in a yard at a non-Party State.

Leaders from the ship recycling industry on occasions have reflected and complained that whereas the underlying requirements of HKC for recycling yards are onerous (in terms of improvements in systems, procedures, training, equipment and infrastructure), on the other hand the requirements on ships are minor (the costs for the provision of an IHM and for the associated surveys and certification are relatively small). Nevertheless, the equitability between the recycler and the shipowner in HKC lies in the fact that a ship flying the flag of a Party to the Convention will have be recycled in a Party (HKC) yard and therefore the costs of compliance to the Convention would pass this way back to the shipowner (unless of course the ship changes flag to a non-Party flag and is recycled in a non-Party yard).

• 拆船設施計劃（SRFP）：《香港公約》締約國境內的拆船廠將在《拆船設施計劃》（SRFP）中以檔形式記錄該拆船廠用於確保安全和環境保護

的各項制度與程式。

• 開展拆船的授權檔（DASR）：該檔將由屬於《香港公約》締約國境內的主管部門，向位於其管轄區範圍內的每一個授權拆船廠出具。

《開展拆船的授權檔》（DASR）將列明對拆船廠所施加的任何限制約束，例如船舶的大小或

類型，以及該拆船廠不具備接收資格的任何

特定的有害物質。此項證書的有效期為 5年。

• 拆船計劃（SRP）：在開展拆船工作之前，在屬於《香港公約》締約國境內的拆船廠都將依據具體的船舶《有害物質清單》（IHM）以及其他詳細資訊而編制一項計劃。《拆船

計劃》（SRP）將詳細說明拆船廠將如何處置船舶的有害物質，以及針對不安全的情況將

採取哪些預防措施。正常情況下，《拆船計劃》

（SRP）將由拆船國的主管部門予以審批。

• 國際拆船就緒準備證書（IRRC）：該證書將由船旗國或船旗國所委派的船級社在船舶進行

拆除之前，以及完成最終檢驗之後向相應的

船舶出具。該項證書將確認《有害物質清單》（IHM）的有效性，以及選定的拆船廠的適合性（以《有害物質清單》（IHM）、《開展拆船的授權檔》（DASR）和《拆船計劃》（SRP）為據）。

• 《香港公約》的其他組成部分還包括：由拆船廠向其主管部門發出的，關於開始進行拆船的

通知書；向主管部門和船旗國發出的，關於

已完成拆船的通知書；締約國沿海國家對港口

國的管制；掛有非締約國旗幟的船舶在符合《有害物質清單》（IHM）的各項要求的情況下可在締約國境內拆船廠拆除的可能性；掛有締約國旗幟的船舶不能在非締約國境內的

拆船廠予以拆除的情況。

來自拆船行業的負責人不時反映和抱怨，《香港

公約》針對拆船廠的基本要求相當苛刻（在制度、程式、培訓、設備和基礎設施方面的完善），

而另一方面對於船舶的要求卻相對較低（提供《有害物質清單》（IHM）的成本以及相關檢驗與認證的成本都相對較低）。即便如此，《香港

公約》提供給拆船廠與船東之間的平衡是，掛有該公約締約國旗幟的船舶只能在締約國（《香港公約》）的拆船廠內拆除，因此遵守《香港公約》規定的成本將會以這種方式重新轉移給船東（當然，除非船舶將旗幟變更為非締約國的旗幟，

並在非締約國的拆船廠中拆除）。



The Hong Kong Convention has been opposed and frequently criticised by organised civil society activists, primarily for not banning the beaching method of ship recycling. Beaching is the technique used in all ship recycling yards of South Asia. Ships are driven on full power at high tide onto the beach. There, large sections of the ship are cut and winched to dry land for cutting into smaller pieces. The topography of the locations where ship recycling takes place – Alang in India, Chittagong in Bangladesh and Gadani in Pakistan – favours the beaching of ships at high tide as the gentle slope of the seabed fully exposes the ship at low tide and allows cutting work to take place. In the past the ship recycling industry in South Asia was characterised by poor safety and environmental protection standards. This, together with the persistent and monotonous lobbying by NGO activists, have led to beaching being widely associated with poor ship recycling standards, and vice versa.

The Hong Kong Convention does not ban the beaching method, although during its development there were proposals to do so. The developers of the Hong Kong Convention realized that banning beaching through the Convention would not be viable, as two thirds or more of the world’s recycling capacity utilizes this method. Instead, the Convention addresses the systematic prevention, reduction, minimization and, where practicable, elimination of risks to human health and safety and to the environment through mandatory requirements on: worker safety and training; the protection of human health and the environment; emergency preparedness and response; and systems for monitoring, reporting and record-keeping. This way the Hong Kong Convention has a truly realistic chance of being ratified by all recycling States, including those of South Asia, and thus of providing a single international standard for all ship recycling. Conversely, had the Hong Kong Convention banned beaching, this would have led to two distinct regimes in the world, one in accordance with the standards of the Hong Kong Convention, and the second one being the unregulated (by international standards) recycling yards of the countries that continue to employ beaching. As it will always be legal for ships to be sold and to change flag (and thus avoid any flag State requirements to implement the Hong Kong Convention), shipowners would therefore have the choice under which regime to recycle their ships. This would not be conducive to improving standards where they are most needed.

有組織的民間團體活動分子已經對《香港公約》提出反對並且經常批評該《公約》，主要原因在於該公約未能禁止沖灘拆船。沖灘拆船是一種

在南亞地區所有拆船廠中盛行的技術。在漲潮

之時，開足馬力將船舶行駛到海灘上。而船舶的

大型組成部分就在海灘上予以切割並用絞盤拉到

旱地上進行較小零件的切割。印度的阿郎港、

孟加拉的吉大港和巴基斯坦的加達尼等南亞主要

拆船地點，都喜歡採取這種拆船方式。在漲潮

之時將船舶擱淺在海灘上，由於海床的平緩坡

度使船舶在落潮之時完全暴露出來，切割工作

得以順利進行。以往南亞地區的拆船行業最大的

特點便是安全性低而且環境保護標準差。這一

情況再加上非政府組織（NGO）的積極分子堅持不懈而千篇一律的進行遊說，使沖灘拆船與

低船舶再迴圈標準相關聯，反之亦然。

《香港公約》並未禁止沖灘拆船，雖然在其制定過程中，曾經有人提出禁止沖灘拆船的方案。

《香港公約》的制定者意識到，通過公約對沖灘

拆船予以禁止將是不可行的，因為全世界三分

之二的拆船產能都是使用這一方法。相反地，

《香港公約》旨在通過施加強制性的要求，從而避免拆船對人類健康和安全的風險，例如：

對環境風險予以系統性的預防、減少、最小化和（在切實可行的情況下）消除：工作人員的安全和培訓；人類健康與環境的保護；應急準備工作和

緊急情況的應對；以及監督、報告與記錄體系。

通過這些方式，《香港公約》才能真正有可能獲得所有拆船締約國的批准，其中包括南亞地區的

締約國，並且因此才能真正有機會為所有拆船

工作提供唯一的國際標準。相反地，如果《香港公約》禁止沖灘拆船，那麼此舉就會導致全世界形成兩大區域體制，其中一個區域是依照《香港公約》的標準執行，而另一個則是不接受（國際標準）管制的各個國家的拆船廠，他們將繼續採用沖灘拆船。而因為出售船舶和更換旗幟都是

合法行為（並且因此可規避任何船旗國關於執行《香港公約》的要求也始終都是合法的行為），故而船東可以選擇採用那種體制拆船。這種情況

無助於在最需要標準的地方對標準進行改善。


So far four States have ratified the Hong Kong Convention (Norway, France, Republic of Congo, and Belgium). It is expected that within the next five to seven years the Convention will enter into force. In the meantime meaningful progress has been taking place as the main ship recycling countries are working towards implementing tighter safety and pollution prevention requirements. China has implemented stricter requirements for yards that are authorised to import foreign ships for recycling. The Turkish administration has implemented most of the requirements of HKC into its rules. In India the Ministry of Shipping introduced the Shipbreaking Code 2013, which replicated the full requirements of HKC to its ship recycling industry. In Bangladesh the Ministry of Industries is working together with the recycling industry, with IMO and the Secretariat of the Basel Convention under a Norwegian funded two-year project for the creation of hazardous waste management facilities and for the development of training courses for ship recycling workers and managers.

Also, the shipping industry embraced Hong Kong Convention as an effective, practical and workable global solution. Together with other sectoral shipping associations the International Chamber of Shipping developed the Transitional Measures for Shipowners Selling Ships for Recycling, which is a set of voluntary measures for shipowners wanting to implement the technical standards of HKC, prior to the Convention’s entry into force. Furthermore, a growing number of shipping companies are now selecting carefully the yards where their ships are to be recycled. The term “responsible recycling” is gaining acceptance in the shipping industry.

A number of individual recycling yards in South Asia have responded by investing in improvements to their facilities, equipment and working practices. A few months ago, four yards in India, secured Statements of Compliance with the safety and environmental standards of HKC from ClassNK. With significant growth in demand from shipowners for responsible recycling, these HKC compliant yards are already seeing commercial benefits. This has incentivised other recyclers, and currently a further eight Indian yards are working to attain HKC compliance. The recycling industries in Bangladesh and Pakistan are also aware of the growing international expectations for improved ship recycling standards and some yards are responding with investments to their infrastructure and their working procedures. These efforts need to be recognised by the shipping industry so that business continues to be channelled to yards that have dedicated resources to improvement.

The following three photographs are from HKC compliant yards in India and the fourth photograph is from a leading yard in Bangladesh currently undertaking major improvements.

到目前為止，已經有四個國家批准了《香港公約》（挪威、法國、剛果共和國和比利時）。預期未來

五到七年的時間內，《香港公約》將開始生效。與此同時，多個主要拆船國家開始執行更為嚴格

的安全和污染防止要求。中國已經對獲准從海外

進口廢鋼船的拆船廠執行更為嚴格的要求，

土耳其的管理部門將《香港公約》的大部分要求納入其法律體系，印度船務部已經引入 2013年《廢船拆卸法案》，該法案複製了《香港公約》的全部要求並在該國的拆船行業中執行。孟加拉

產業部正與拆船行業密切配合，同時與國際海事

組織和《巴塞爾公約》秘書處合作，在一項由挪威出資的為期兩年的專案中，進行有害廢料

管理設施的打造，並為拆船業的工作人員和管理

人員制定培訓課程。

除此之外，航運業也對《香港公約》表示歡迎，將其視為一項卓有成效、符合實際且切實可行的

全球解決方案。國際航運公會已經連同其他部門

的航運協會制定了《船東出售船舶回收拆卸的暫行辦法》，該辦法是在《香港公約》正式生效之前，針對希望執行《香港公約》技術標準的船東而制定的一系列自願方法。此外，越來越多

的航運公司目前正在謹慎地選擇在哪些拆船廠將

他們的船舶回收拆卸。“負責任的拆船”這一表達

在航運業中獲得認可。

南亞地區的眾多個體拆船廠已經通過投入資金對

設施、設備和工作實踐予以完善的方式作出了

回應。幾個月之前，印度的四家拆船廠發出《遵守聲明》遵守日本船級社（ClassNK）提出的關於遵守《香港公約》的安全與環境標準。隨著船東對負責任拆船需求量的顯著增長，這些遵守《香港公約》規定的拆船廠目前已經獲得了商業利益。這同時也激勵了其他拆船廠，目前已有

另外八家印度拆船廠正致力遵守《香港公約》的規定。孟加拉和巴基斯坦的拆船行業同樣也意識

到了國際上對於完善拆船標準的預期，一些

拆船廠正在通過增加對基礎設施以及工作流程的

投入作出積極應對。這些努力都需要獲得航運業

的認可，這些將資源投入改善工作的拆船廠才能

接到拆船訂單。

以下三張照片拍攝自符合《香港公約》要求的幾家印度拆船廠，而第四張照片則是拍攝自

孟加拉的一家龍頭拆船廠，該廠目前正在開展

大規模的改善工作。



The European Regulation

The present state of affairs should have provided comfort to activists and European politicians, but unfortunately this was not so. In 2011, the European Commission publicly recognized that the enforcement of its own Waste Shipment Regulation to the recycling of ships had not worked. Unwilling to wait until the HKC enters into force, the Commission embarked on the development of new legislation for regulating the recycling of European flagged ships. On the 30 December 2013 the European Union brought into force the European Regulation on Ship Recycling (EU) No 1257/2013”. The provisions of the Regulation will be applied progressively as certain conditions are met. In particular, European flagged ships will be required to be recycled in line with the requirements of the Regulation starting from sometime between the end of 2016 and the end of 2018 (the exact date being dependent on the European Commission having approved a critical volume of ship recycling capacity). From that date European flagged ships will be excluded

歐洲法規

目前的形勢本應讓環保分子和歐洲的政治家們

感到欣慰。然而情況並非如此，2011年，歐盟公開表示，歐盟針對拆船而制定的《廢料船運法規》的執行未能奏效。歐盟不願靜等《香港公約》的生效，已開始著手制定新的監管歐洲旗的船舶的拆除工作。2013年 12月 30日，歐盟開始實行《歐洲拆船法規》（EU）第 1257/2013號。該法規的各項規定將會隨著若干條件的達成，

而逐步予以適用。特別是從 2016年年底到 2018年年底期間的某個時間開始，掛歐洲旗的船舶

將必須依照該法規的要求予以拆除（確切的日期將取決於歐洲委員會批准大量的拆船設施）。

從該日期開始，掛歐洲旗的船舶都將被排除出在

歐洲《廢料航運法規》的範疇之外，而掛靠歐盟


from the scope of the European Waste Shipment Regulation, whereas non-European flagged ships visiting European Union ports prior to their recycling will continue to be subject to the Waste Shipment Regulation, which forbids their export to developing countries. Furthermore, all ships visiting European Union ports, regardless of their flag, will be required from December 2020, to be provided with inventories of hazardous materials (IHMs).

The European Regulation replicates the standards and the mechanisms of HKC and makes direct reference to the set of guidelines that were developed by IMO for HKC. It is worth quoting from the preamble to the Regulation: “This Regulation is aimed at facilitating early ratification of the Hong Kong Convention both within the Union and in third countries by applying proportionate controls to ships and ship recycling facilities on the basis of that Convention.” The European Regulation differs from HKC in the way yards are authorised, and also in requiring the inventories of hazardous materials for EU flagged ships to include information on two additional hazardous materials. For yards located in EU countries, the Regulation requires each member State to enforce the requirements of the Regulation and to authorise the operation of yards in its jurisdiction. Yards located outside the European Union wanting to be included in the European List of approved facilities, are required to apply to the European Commission, providing evidence of their compliance with the detailed requirements of the Regulation, together with certification by an “independent verifier” who has inspected the site. Additionally, yards must accept the possibility of being subject to site inspection by the Commission or its agents.

The European Regulation and Beaching

While the European Regulation was being negotiated in 2012 there were two versions of the text, one by a Committee of the European Parliament chaired by the Green Party that advocated an outright ban to beaching, and one by a Working Group of the European Council, which, like HKC, opposed the ban. The Council succeeded in deleting many of the demands made by the Parliament’s Committee, including all direct references to banning beaching. However, the final negotiations, in order to accommodate political sensitivities, introduced some imprecise and ambiguous terms, such as for example a requirement that “yards shall operate from built structures”. Furthermore, elsewhere the Regulation requires that “hazardous materials and hazardous waste must not come in contact with permeable floors” (e.g. soil, or sand). Inexplicably,

港口的非歐洲旗船，在拆船之前將繼續適用《廢料航運法規》，禁止將這些廢鋼船出口到發展

中國家。除此之外，從 2020年 12月開始，所有駛達歐盟港口的船舶，無論其掛有何種旗幟，

都必須配備《有害物質清單》（IHM）。

該歐洲法規複製了《香港公約》的標準和機制，並且直接引用了由國際海事組織（IMO）針對《香港公約》而制定的一系列指導方針。有必要在此引用法規的序言：“本法規旨在通過以《香港公約》為依據，對船舶以及拆船廠施加適當的控制，促進《香港公約》在歐盟以及協力廠商國家中獲得批准。 ” 在拆船廠獲得授權的方式上，以及在要求掛有歐盟旗幟的船舶所需配備的《有害物質清單》（IHM）中必須納入關於兩種額外有害物質的資訊等方面，此項歐洲法規與《香港公約》（HKC）存在著不同之處。針對位於歐盟國家境內的拆船廠，該法規要求每一個

成員國都必須執行該法規的要求，並且對在其

管轄區域內的各個拆船廠的運營予以授權。位於

歐盟範圍之外，但希望被納入歐洲獲准設施名單

中的拆船廠，必須向歐洲委員會提出申請，並且

提供用於證明他們符合該法規詳細要求的證據，

而且還須提供對該設施進行檢查的“獨立驗證方”

的認證。之外，拆船廠還有可能接受由歐洲

委員會或其代理機構進行的現場檢查。

歐洲法規與沖灘拆船

雖然該歐洲法規是在 2012年商討的，但是存在著兩種版本，一種是由綠黨擔任主席的歐洲議會

委員會所提出的版本，該版本主張完全禁止沖灘

拆船，而另一個版本是由歐洲理事會工作小組

提出的，與《香港公約》相同，這一版本也反對禁止沖灘拆船。歐洲理事會成功刪去了議會

委員會所提出的眾多要求，其中包括所有對禁止

沖灘拆船的直接引用。但是，為了協調政治

敏感性，最終的磋商引入了若干不嚴密且模棱

兩可的條款，例如要求“拆船廠必須以建築物的

方式操作”。之外，在該法規的其他部分還提出

了諸如“有害物質和有害廢料不得與透水地面

發生接觸”（例如土壤或沙地）等要求。令人難以理解的是，在歐洲理事會與議會商定了文本的

最終版本之後，卻發生了暗中進行的干預情況，



after the final version of the text was agreed between the Council and the Parliament there was an underhand intervention and the text in some European languages, including English, was changed in essence to require that: “wastes and hazardous materials must not come in contact with permeable floors”. As in European regulatory circles an end-of-life ship is “waste” (but not necessarily “hazardous waste”), it follows that the changed text requires that nothing must touch the beach, not any clean steel blocks, and not even a table and chairs from the ship! This point of detail obviously having been invented as an impassable obstacle to beaching.

In accordance with the European system, the European Commission is the body that enforces European law. The Commission has indicated that it intends to interpret the above provisions as a ban on beaching (and in so doing the Commission chooses to use the surreptitiously modified English version of the text, ignoring the originally agreed text which luckily survives in some of the European languages). In the end of the day the arbiter to interpret the Regulation is the European Court, but this shouldn’t have been necessary.

If the Commission maintains its flawed bend to ban beaching by not approving the best yards in South Asia, it will block European flagged ships from using much of the world’s recycling market. It is very likely that most of these ships will change flag and go for recycling to South Asia, thus electing to ignore Brussels. But even if the European ships do not re-flag but choose to comply with the ban, what a hollow victory the Commission will have scored! By preventing the progressive and CSR-minded European market from using HKC compliant yards in South Asia, the EU regulation would torpedo the progress that has taken place so far. Without the demand that is currently filling the HKC compliant yards in South Asia, one of the major driving forces for change would be removed. All the European Commission will have achieved is to abandon the majority of the world’s ship-recycling infrastructure and workers as the realms of the non-compliant; not at all in line with the HKC’s high goals of raising standards at all yards across the world.

In Conclusion

The previous section described recent developments in Europe that are forcing ship recyclers and shipowners away from responsible recycling. By the end of 2016 we should know whether sense has prevailed and the European Commission has approved one or

一部分歐洲語言的版本，包括英文版在內，發生

了實質性的變更，將有關要求修改為“廢料和

有害物質不得與透水地面發生接觸”。在歐洲的

監管範圍，已達報廢年限的船舶屬於“廢料”

（但不一定是“有害廢料”），於是就出現了這樣

的結果，即修改後的文本要求任何來自船舶的

物體都不能與海灘接觸，哪怕是清潔的鋼體、

甚至船上的桌椅都不行！這個細節顯然是對沖灘

拆船設置不可逾越的障礙。

根據歐洲法律體系，歐洲委員會屬於執行歐洲

法律的機構。歐洲委員會指出，該委員會計劃將

上述規定解釋為對沖灘拆船的禁令（意味著歐洲委員會選擇使用以不正當方式秘密修改的英文

版本，而將部分歐洲語言版本仍保留的最先商定

的文本忽略）。最終負責解釋該法案的是歐洲

法院，不過現在看來已經不需要了。

如果歐洲委員會堅持通過不批准南亞地區優質

拆船廠的方式禁止沖灘拆船，那麼此舉將會使掛

歐洲旗的船舶無法使用世界上眾多的拆船市場。

最終，這些船舶很可能會變更船籍，進入南亞

地區拆船，以此選擇無視布魯塞爾的禁令。但是

即便歐洲船沒有重新選擇船籍，而選擇遵守該項

禁令，歐洲委員會所取得的也是有名無實的

勝利！禁止進取並且以企業社會責任為導向的

歐洲市場使用南亞地區符合《香港公約》要求的拆船設施，該項歐盟法規將會破壞迄今為止已經

取得的進步。如果沒有南亞地區的這些符合《香港公約》要求的拆船廠目前所具備的需求量，那麼目前進行的拆船變革的其中一項至關重要的

推動力就會消失。而歐盟將會得到的結果便是，

放棄全世界大部分的拆船設施與工作人員，就

因為他們不符合要求；這完全不符合《香港公約》為全世界所有拆船廠設立標準的崇高目標。

結論

前面描述了目前歐洲存在的，迫使拆船單位與

船東遠離負責拆船運作的現實。到 2016年年底，我們就會知道我們的是感覺是否正確，是歐洲

委員會批准幾家遵守《香港公約》要求的南亞

A DUALITY OF VENUE HIRE AND PHILANTHROPY, WHY NOT?

ENQUIRIES:

T: +852 3713 2506

[email protected]

Hong Kong Maritime Museum, Central Pier No. 8, Hong Kong

T: +852 3713 2500 I [email protected] I www.hkmaritimemuseum.org

more of South Asia’s HKC compliant yards; or conversely whether it stays indifferent to the realities of the market by deciding to stick to its unworkable interpretation of the European Regulation and damage in this way so much of the good work that has taken place.

GMS as the largest Cash Buyer, responsible for around 30% of all ship recycling transactions, has unparalleled expertise and knowledge of the ship recycling industry and has developed a Green Ship Recycling Program that tailors the contracting, preparation, and actual recycling to the specific requirements of shipowners who might want to ensure that their vessels are recycled to specified safety and environmental standards. Furthermore, as the regulatory regime for ship recycling is still in a flux, GMS is available to provide knowledgeable advice to shipping companies who need to better understand the current requirements, or the available options in connection to responsible ship recycling.

[email protected]

拆船廠；還是歐洲委員會仍然對市場的現實情況

漠不關心，堅持其對歐洲法規完全不切實際的

解釋，並且以此種方式損害業界從事的許多有益

的改善工作。

作為最大規模的現金買主，GMS負責全球所有拆船交易中大約 30%的交易，擁有拆船行業無可比擬的專業技能與知識，制定了綠色船舶拆船

計劃，為希望確保船舶能夠以符合安全與環境

標準的方式拆船的船東的具體要求定制承包、

準備與實際拆船工作。除此之外，因為拆船的

管理制度仍然在不斷變化中，GMS為需要更好地瞭解當前要求的航運公司提供富有見地的建議，

或提供關於負責拆船相關的各種選擇。

[email protected]


Documents

The Responsible Recycling of Ships - :: GMS Leadership · 2018-06-20 · The Responsible Recycling of Ships 負責任的拆船 Dr Nikos Mikelis Non Executive Director, Green Ship