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APCBEE Procedia 10 (2014) 159 – 163

ICESD 2014: February 19-21, Singapore

Ecological Engineering, Industrial Ecology and Eco-Industrial

Networking Aspects of Ship Recycling Sector in India
Anand M. Hiremath , Sachin Kumar Pandey, Dinesh Kumar and Shyam R. Asolekar
Centre for Environmental Science and Engineering, Indian Institute of Technology Bombay, Mumbai 400 076, INDIA

Abstract

India is the world’s leading ship recycling country which works on the principle of waste to wealth. In this paper an
attempt has been made to articluate the Ecological Engineering, Industrial Ecology and Eco-Industrial Networking aspects
which are embedded in beaching method of ship recycling in Alang, India. There is a need to promote such activities for
sustainalbe growth, but, it is equally true that, if ship recycling is conducted haphazardly with very little scientific and
technical knowledge, it will expose workers to hazardous conduitions as well as would leave disproportionately large
environmental footprint behind. In this context, Gujarat Maritime Board (GMB), Government of Gujarat, India has
initiated many projects to defend human and environmental health. In India, already impressive positive changes can be
seen as the GMB has set training and welfare institute and its efforts resulted in decrease of fatal accidents from 2.0 per
1000 workers to 0.13 per 1000 workers i.e. 93.5% decrease in the fatal accidents from the year 2003 to 2011 in the ship
recycling yards. Present status of ship recycling in India is substantial. The overall trend of the industry is towards
following more and more Health Safety & Environment (HSE) norms and has commitments with them. Zero accidents
and near zero pollution to the surrounding environment should be the ultimate goal of beaching method of recycling in
India to handle pile of end-of-life ships in environmentally sound manner - which are expected to reach ship recycling
yards in near future.

©
© 2014
2014The Authors. Published
Published by Elsevier
by Elsevier B.V. This is
B.V. Selection an open
and/or access
peer articleunder
review under responsibility
the CC BY-NC-ND license
of Asia-Pacific
(http://creativecommons.org/licenses/by-nc-nd/3.0/).
Chemical, Biological & Environmental Engineering Society
Selection and peer review under responsibility of Asia-Pacific Chemical, Biological & Environmental Engineering Society
Keywords: Ecological Engineering, Eco-Industrial Networking, Indutrial Ecology, Ship Recycling, Beaching method, Ship Dismantling,
Health, Safety and Environment, Hazardous Wastes Management

Corresponding author. Tel.: +91 22 2576 7867; fax: +91 22 2576 4650.
E-mail address: anand.h@iitb.ac.in.

2212-6708 © 2014 The Authors. Published by Elsevier B.V. This is an open access article under the CC BY-NC-ND license
(http://creativecommons.org/licenses/by-nc-nd/3.0/).
Selection and peer review under responsibility of Asia-Pacific Chemical, Biological & Environmental Engineering Society
doi:10.1016/j.apcbee.2014.10.035
160 Anand M. Hiremath et al. / APCBEE Procedia 10 (2014) 159 – 163

1. Introduction

The shipping industry plays a key role in the international market as more than 80% of goods in terms of
volume is handled by ships in the world trade today [1]. It was reported that, the cumulative number of ships
throughout the World as on 31 October, 2010 was 50, 054 - which included General Cargo Ships (16,224),
Bulk Carriers (8,687), Container ships (4,831), Tankers (13,175), Passenger ships (6,597) [2]. Thus, shipping
industry is the life line of business among the countries in the World. Most of the above mentioned vessels are
owned and operated for transporting cargo by the developed countries. Typically, vessels are opearted for 20
to 25 years and when maintenance cost of ships becomes more compared to its operational cost, ship owners
usually sell their ships through brokers operating from different parts of world such as London, Dubai,
Singapore and Hamburg for recycling. The other reason for selling may be owing to unfavorable market
conditions which will push ship owners to sell their vessels for recycling. Auction of “end-of-life” is mainly
based on the amount of steel in the ships and it is usually measured in terms of Light Displacement Tonnage
(LDT). [2]-[5].
Ship breaking was a major on-shore business in USA and some European countries after World War II
(before1960’s) as ships were damaged in the war and demand of steel was increasing for building new ships
[1], [6]. The vessels were dismantled using floating method of dismantling (breaking vessel alongside quay).
The end-of-life vessle breaking location slowly moved from developed countries to developing countries in
Asia starting from Taiwan and South Korea. During 1980s, ship dismantling was well established in other
Asian countries like India, Bangladesh, Pakistan, China, Philippines and Vietnam. The beaching method of
ship recycling is typically followed in India, Bangladesh and Pakistan as some of the beaches in these regions
have high tidal ranges and gentle sloping with hard bottom - which allows the vessels to beach by their own
power [3]. The other reason for ship breaking in south asian coutries is, increased cost of supporting
environmental and health safety standards for workers of ship recycling industry in developed countries. The
majority of the waste from ship is hazardous and its disposal in developed countries is strictly regulated under
the existing 1989 Basel Convention on the Control of Trans-boundary Movements of Hazardous Wastes and
their Disposal, as well as removal of hazardous substance from the obsolete vessel is expensive process in the
developed countries as a result ships are often demolished together with their toxic materials in developing
countries [5].

2. Ecological Engineering, Industrial Ecology and Eco-Industrial Network Aspects of Ship Recycling
Sector

The idea of ecological engineering was introduced by H. T. Odum. A simple definition of ecological
engineering is “to use ecological processes within natural or constructed imitations of natural systems to
achieve engineering goals” [7]. Industrial ecology uses ecological principles to design systems which uses
energy and materials efficiently. In other words, industrial ecology make any industry adopt “green processes”
by improving its material cycle [8], [9] as sighted in [10]. The acronym for Green as given in [11] is “Growth
with Resources, Environment Enhancement and Nature”. On the other hand, the Eco-Industrial Networking is
a concept in which waste generated in one firm becomes potential raw materials for an other firm [12]. It is a
closed-loop system. The Ecological Engineering, Industrial Ecology and Eco- Industrial Network have a
common goal that is balancing anthropogenic activities with nature [10]. Ship recycling is being carried out in
India along the coast of Alang in the state of Gujarat. Presently, Alang beach is located 56 km away from
Bhavnagar district in the Gulf of Cambay is the only major ship recycling location in India [1], [4], [6], [13],
[14]. Ship recycling yards in Alang are working on the principle of waste to wealth In 1990s the Alang
became largest ship recycling location in the World [1].
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Alang beach has a very high tidal range (average 13 m) in the world and gentle sloping (10 0) as well as
firm and hard rocky bottom which makes the beach at Alang an ideal location for ship recycling. The ship
uses its own power to beach in the yards during high tide time. No external source of energy is used to pull
the ship. Thus, beaching is achieved using natural parameters. In other words, natural sytem is used to acheive
engineering goal i.e. beaching. The similar activity of bringing ship inside dry dock for ship recycling
consumes huge energy incase of dry dock method of ship recycling. It is argued in this paper that, the basic
step of ship recycling using beaching method itself starts with the application of ecological engineering. After
beaching, next step is to break beached ship into slicess after getting cutting permission from concerned
authorities. The ship recycling operation at Alang combines the traditional ship recycling practices to save
resources and energy with the application of modern engineering and management knowledge to organize the
dismantling processes in a sustainable manner. The ship breaking is carried out manually using hand-held
Oxy-LPG torch. This is the most energy efficient breaking process. Ship recycling allows materials from
ships, especially steel to be given a new life because more than 90 % of the material recovered from ship
recycling is steel and remaining are the reusable materials. Ship recycling industry provides 1-5% of the
demand for steel in India [3], [4], [15]. Recovering steel from ship recycling process is economical since it
dramatically reduces energy consumption, compared to making steel from virgin iron ore. In turn, this reduces
the amount of greenhouse gases released in to the air during the processing and manufacturing steel from
virgin ore [4]. The refrigerants such as chloflorocarbons and other ozone layer depliting gases are recovered
from the ships during breaking and are reused instead of releasing in ambeint air. India is signatory to
montreal protocol and this activity prevents impact on stratospheric ozone layer. This depicts industrial
ecology aspect of ship recycling in India.
Alang alone has around 160 active yards engaged in ship recycling along its 12 km stretch beach. Nearly
70% of the vessels all over the world are sent for recycling to Alang which provides direct employment to
around 60,000 people in the Alang ship recycling yards [4], [15]. More than 800 hundred well-furbished
second-hand material selling shops are located near the Alang ship recycling yards which sell the reuasable
and recyclable materials generated during ship dismantling process. Table I depicts some of the materials
derived from ship recycling which are generally resused and recycled. Thus, the green jobs generated by
Alang ship recycling yards (both direct and indirect) support more than 5 million people in India [4]. On the
other hand, recycling of end-of-life vessels leads to generation of lot of hazardous wastes such as paint chips
containing heavy metals, bilge and ballast water, glass wool, asbestos, oily sludge’s/ rags/ sands, radioactive
wastes as well as gases such as acetylene, HALON, etc. The waste generation from ship recycling process
ranges between 0.5 to 10% of the ship's total weight [14]. In order to achieve better health and environmental
standards in the ship recycling yards. GMB has taken some commendable initiatives such as setting-up of a
Common Hazardous Wastes Treatment, Storage and Disposal Facility (CHW-TSDF) in Alang.
Safety awareness drive with hoardings, poster, films as well as training programmes for different
categories of workers along with the safety evaluation by an external team as well as Personal Protective
Equipments (PPEs) including gloves, gumboot, goggles and masks are provided to workers are among the
novel initiatives taken by the GMB. Key steps taken by GMB for welfare of workers also include provision of
the medical facility at Red Cross Hospital, a mobile medical van and a health awareness programme with the
help of Gujarat AIDS Control Society. Since 2003, continuous efforts were being made by the Training and
Welfare Institute (TWI) of GMB in Alang for training of labors working at ship dismantling yards [15]. The
courses such as basic safety course for all, cutter-men training course and basic fire-men training course have
resulted in achieving greater standards of occupational health and safety in the ship dismantling yards in
Alang-Sosiya. Gujarat Environmental Protecion and Infrastructure Limited (GEPIL) is operating since 2005
in Alnag and till date it has scientifically disposed more than 30,000 tones of hazardous wastes generated
from recycling more than 2000 end-of-lfe vessels in Alang. Thus, the concept of eco-industrial network exist
162 Anand M. Hiremath et al. / APCBEE Procedia 10 (2014) 159 – 163

in ship recycling yards. The TWI in Alang has trained more than 81,875 workers (from June, 2003 to
February, 2012) currently working at different levels in Alang-Sosiya yards.

Table 1. List of recyclable and reusable materials typically recovered from an obsolete vessel

Sr. No. Group Type of Materials

1 Steel furniture Wardrobes/ cupboards, ordinary chairs, tables, cots, mirrors & mirrors cabinets
Ordinary chairs, chairs with cushion, sofa benches, sofa chairs, stools, tables,
2 Wooden furniture
benches, boxes
Life buoys, life jackets, life raft, life boats, mooring boats, fire extinguishers, fire
3 Life saving equipments
fighting uniforms, gum boats
Cloth driers, water pumps, welding machines, gas cutters, water boilers, electric
4 Electrical appliances
cabin, fans, rubber pipes, shaft bearings, exhaust fans, ac room and televisions.
Computers, fax machines, telex machines, wall clock, binoculars, electronic
5 Office equipments
calculators, record players, vacuum cleaners, facility calculators, projectors.
Bolts, nuts, screws, ship logs, polypropylene ropes, steel wire ropes, brushes, paint
6 Garage equipments
cleaning scrapper, asbestos packing’s, lathe machines, pipes
Dishes, electric heater, refrigerator, washing machines, deep refrigerators, water
7 Kitchen
coolers
8 Bathroom and toilet Urinals, bath tubs, wash basins, commodes, plastic buckets
Intercom & telephones, loud speakers, fog horn, mega phones, barometers, oil
9 Communication/signaling devices
signal lamps, marine compass

Demaria (2010) reported average annual incidence of fatal accidents (from 1995 to 2005) in the ship
recycling industry in Alang as 2.0 per 1000 workers compare to mining industry where average fatality is 0.34
per 1000 workers. In the present paper, study has been carried out to assess fatal accidents rate in Alang ship
recycling yards from the year 2003 to 2011. Our study revealed that, total 2,153 ships have been recycled
from the year 2003 to 2011 in Alang ship recycling yards and number of fatalities in the yards during
recycling is 62 (as per the offical records). Thus, the fatal accidents rate in the Alang ship recycling yards is
0.029 per ship recycled as per the analysis of data obtained from GMB. An average of 8 fatal accidents per
year gives 0.13 fatal accidents per 1000 workers in the ship recycling yard (considering total 60,000 workers
in Alang). Thus, it is argued here that awareness and efforts put by GMB on training workers in ship recycling
yards may have brought decrease in fatal accident rate from 2.0 per 1000 to 0.17 per 1000 workers in the ship
recycling yards in eight years. The fatal accidents rate in ship recycling yards is half of the fatal accidents rate
in the mining industry. The industry has achieved 93.5% decrease in the fatal accidents in eight years.
Ship dismantling happens to be an unavoidable and inevitable event in the life cycle of any ship.
According to the statistics reported by the GMB, the recycling yards are engaged in dismantling and
recycling about 1.5 millon tons of dead-weight of end-of-life ships every year (averaged over the past 30
years). During the past two years (i.e. 2011-2013), however, the tonnages of recycled ships have grown three
fold; owing to the international upsurge in supply of end-of-life ships. The current ship breaking statistics
clearly indicates that the world's maritime community will have to scrap 10 to 15 million tons dead-weight of
end-of-life ships every year for at least coming 10 years [4]. The need of the hour is 1) Acheiving zero
accidents and near zero pollution in ship recycling yards through risk assessment techniques so that those
work activities causing higher risks to workers and to surrounding environment can be modified or replaced
with the application of appropriate technologies instead of manual labour 2) Each yard should appoint four to
five labours (depeding on the size of plot) only to collect and dispose waste materials fallen on the intertidal
zone, which other wise end-up in ocean. 3) Special care must be taken while removing stored and residual oils
from the ship as well as dismantling engine part of the ship. 4) Pre-cleaning of ships to the optimum extent by
the ship owners before selling ships for recycling 5) Internalizing health safety and environmental costs 6)
Incorporation of science and technology in policy making, for example, selection of technology using the risk
 Anand M. Hiremath et al. / APCBEE Procedia 10 (2014) 159 – 163 163

assessment based approach.It is clear from this study that Alang ship recycling yards in India converts waste
to wealth using Ecological Enginnering, Industrial Ecology and Eco-Industrial Networking as their baseline.
Thus, beaching method of ship recycling is a truly sustainable approach. However, there is a room to improve
beaching method of ship recycling yards in south asian countries further to achieve zero accidents and near
zero pollution to the surrounding environment through incorporation of science and technology in policy
making.

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