Guide on good scrapping and waste management prac

Transcription

Guide on good scrapping and waste
management practices for out-of-use boats
2012
BOATCYCLE is a LIFE+ project
executed in partnership by:
and with the collaboration of:
Credits:
Autor: Miquel Ventura Monsó.
Design: Sandra Morales García.
Review: Leitat.
Translation: Joan Carles Gómez.
Photos: Natural Advice.
Print: Acquavalor.
ISBN:
www.life-boatcycle.com
Guide on good scrapping and waste
management practices for out-of-use boats
2012
Index
0. Summary . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9
1. Enviromental impacts of the nautical sector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13
1.1. The Euro-Mediterrana nautical sector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .14
1.2. The enviromental problematic of boats . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .16
2. The boats out of use . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21
2.1 Analysis of the regulation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23
a. Dismantling of large ships at European and international level . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .23
b. The Marine Environment Protection Comitee (MEPC) of IMO . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .24
c. For the nautical sector of recreation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .25
d. The dismantling of ships and other vessels at Spanish level . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27
e. The dismantling of ships and other nautical boats on the Catalan coast . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .28
2.2. Scrapping ships ats the end of its useful life . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .33
2.3 Examples of valutation of nautical residues . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 34
a. Studies for recovery FRP (Fiber reinforced plastic composite) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .34
b. Studies for recovery Neoprene . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 35
c. Studies for recovery Wood . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 36
d. Studies for recovery PVC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .37
3. Promoting the recycling of vessels with project Boatcycle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .41
4. Good practices for the scrapping of nautical vessels and for the management of their residues . . . . . . . . . . . . . . . . . . . . . . . . . .45
4.1. Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 46
4.2. Methodology . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 46
a. Basic plan of the scrapping process . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 46
4.3. Phases of the scrapping process . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .47
i. Detection, localization and identification . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .47
ii. Transport to the recycling and treatment centre . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .50
iii. Decontamination, disposal of valuable material and elimination of FRP (Fibre Reinforced Plastic) . . . . . . . . . . . . . . . . . . . 51
5. Conclusions
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .59
6. Bibliography
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .65
0. Summary
BOATCYCLE PROJECT - Good environmental practices and eco-design for nautical sector
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0. summary
Valuing the environmental reality of European
Union nautical sector, which is determined by
the following three essential parameters: a group
of more than 6 million boats with a significant
environmental impact on the marine’s ecosystem,
the lack of standardized recycling systems for out
of use boats and their waste, and, the lack of a
legislated public administrative process to control
y regulate this processes in an efficient way.
This document, which talks about good practices
and management of nautical waste, has been
written in order to provide a global and integrated
insight to the knowledge acquired from the
Boatcycle Project, as well as, to learn concepts
and information which would allow us to take
decisions on managing better the out of use boats
and their waste. Our will is to take part in the
improvement of organisation and environmental
responsibility of European nautical sector, which
should be more sustainable and ecologic with the
environment and the marine’s surrounding, which
justifies its existence.
Anchored boats. Photo: Miquel Ventura.
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1. Environmental impacts
of the nautical sector
1.1 The Euro-Mediterranean nautical sector
The Euro-Mediterranean nautical sector has experienced, since the early 70’s, an important
increase and diversification both, in the volume
and the shape of its fleet, regarding extension
and territorial presence, as well as in its variety and classification of businesses, services and
professionals which take part. The most determinant factors that have characterised the nautical
sector and that have provided its current shape
and economical dimension, have been produced
during the last 20 years, coinciding with the economic and technological growth before the 2008
crisis. In this respect, It is worth to highlight following:
•Industrial specialisation that has had major
influence production capacity and serial production.
•Growth of commercial, distribution and sale
networks of nautical products, driven by important nautical fairs annually performed internationally since the 1970s (IFSO1).
•The economic growth of last 40 years has made
allowed the creation of a wealthy social sector
that is consumer of nautical products and ser1
European Confederation of Nautical Industries. Nautical activities: What
impact on the environment? A Life Cycle Approach for “Clear Blue” Boating. June
2009.
vices.
•New technologies in materials, such as ICTs.
•A maturation of nautical culture that fits with
leisure and tourism in the Euro-Mediterranean
Western society.
In the southern Mediterranean and Atlantic areas
of Europe, the growth and maturation of nautical
sector has come along with a touristic progression
in the beaches of littoral, continental and insular
areas. This type of urbanised and social territorial
development, badly planned and environmentally
expensive, has consequently generated the construction of lots of nautical infrastructures such as
marinas, dry marinas and docks which have helped to establish the nautical sector and have turned it into a key issue within the culture and leisure of Mediterranean and European framework.
The last period of stability in Europe and in particular countries that bathes its coasts in the Mediterranean waters, claimed since the first years of
90’s decade until after mid-2005, to be characterized by an increased sales growth in the sector,
nautical services, production of boats and in the
exports outside Europe, reaching a maximum of
activity between 2006 and 2007. All this is reflected in the Diagnosis of nautical sector within the
framework of this project and can be consulted
on the website www.life-boatcycle.com.
1. environmental impacts of the nautical sector
It is useful to understand that the nautical sector in the framework of historical and current
economic situation, to then contextualize this
information with the aim and use of this guide
of good practices of waste water management.
In midst of crisis, sales of boats are kept down,
except in boats of medium and large length. So,
at the height of crisis, in the second and third
quarter of 2008 and throughout 2009 and 2010,
the boat registrations fell significantly leaving below 2002 levels. The latest studies on the sector,
submitted by ADIN and ANEN (Catalan and Spanish
associations of nautical industries respectively),
in February of 2012 results express both for Catalonia and Spain ones which are similar to those
detected in other parts of Mediterranean Europe.
In the Spanish State, reductions in boats’ registrations of 2011 in reference to 2010 reaching 14%
with a total of 5256 and 6136 units respectively.
In general the data obtained from the General Directorate of Merchant Marine in the first quarter
of 2012, indicate that those registrations in Spain
would be distributed around 12% for sailing boats
and 88% for motorized ones.
sales and consumption as well as nautical sector
has also been established. This has led us, according to ECMI (European Confederation of Nautical
Industries) and ICOMIA (International Council of
Marine Industry Associations), to achieve a sailing
fleet in the European area that reaches over 6.3
million boats in the past 30 years (70% of fleet is
less than 8 meters long).
According to recent data from the European Confederation of nautical industries (ECNI) the European nautical sector integrates around 37,000
businesses, of which over 90% are small and medium-sized enterprises, and they directly employ
more than 234,000 employees, generates a turnover of approximately 20 billion euro (23.4 billion euros before the 2008-2009 crisis) of which
approximately 6 billion euros correspond to the
volume of business of boatbuilding.
The average growth rate was 3,9% per year in Europe before the 2008 crisis and is considered an
industry highly internationalized, with a ratio of
3:1 in his favour to export trade. About 48 million
citizens regularly practice marine recreational
activities and nearly 36 million people practice
sailing or motor (2010 ICOMIA) navigation. The ratio of ownerboat of a boat in the European Union
per capita is 1: 164. There are over 4,500 marinas
distributed as follows: 2,000 in Northern Europe,
800 on the Atlantic coast and 1,200 in the Mediterranean, and in whole, they house 1.7 million
This gives us the idea that, despite the difficult
period in economy experienced, the nautical sector, although very weakened continues its activity
and the fleet of active and mature coastal areas
continue to increase. In the past 25 years and,
above all, in times of economic growth, a cycle of
rise in the productivity of sector out of increasing
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ties. These data confirms what was previously
said, the European nautical sector is an important
sector that moves and stimulates an industrial,
commercial, social and economical activity that
has a significant impact on the environment and
especially on the sea.
management of noise, and finally the wastewater.
It is necessary to know, evaluate and characterize these impacts in order to establish corrective measures and to maintain the environmental
quality of coastal areas and of sea. Let us focus
now on the mission we now occupied as a result
of historical growth of marine industry in Europe,
which is expected, despite the crisis, that it will
continue to grow in the future. We have a significant fleet of boats, which generate throughout
its life cycle, environmental impacts of different
intensity that must be corrected, reduced and
eliminated through ecological systems designed,
through a clean and sustainable productivity and
through an efficient management of waste.
Source: Group of Experts on the Scientific Aspects of Marine Pollution (GESAMP) under the
responsibility of United Nations Environmental Programme – UNEP.
In the first edition of this study a significant fact
was contributed: 80 % of contamination of marinas was caused by activities that took part in
ground. This way, the nautical activities and excursions in boats, especially of playtime were responsible for less than 2% of global contamination
that affects the marine environment. However,
the study also indicates a number of possible improvements in order to reduce this impact with
the help of professionals of nautical industry and
urges them to redeem a more active role to report, to advise and to direct the users to the most
respectful good practices with the environment.
1.2 The environmental problems of boats
In September 2007, the European Confederation of
nautical industries - ECNI published its first report
in order to identify and assess the environmental
impact of nautical activities. This first edition
had a detailed overview of sources of pollution
in recreational boats, revising in particular, the
use of oil derivatives, emissions of hydrocarbons
and its impact on air and water, assessment and
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Derived from the analysis of life cycle of boats
with which we have worked throughout the project, we have managed to know, for example,
that a sailboat of 9 metres in length, the most
important impact in its lifecycle occurs during
manufacture due to the use of raw materials and
the release to the atmosphere of substances such
as greenhouse gases or the pollution of soil and
water. Afterwards and during the stage of maintenance by the consumption of natural resources
and at the end of its useful life, when it scrapped,
due to the environmental and economical cost of
waste management and transport. It is during the
use stage of boat that it has less environmental
impacts, as it moves using its sail and their propulsion engines are low powered, they consume
little, and emit low CO2 emissions.
Marine pollution and environmental impact on seabirds. Photo: Chris Jordan.
Photo 1: Marine pollution and environmental impact on seabirds. Chris Jordan.
In a second edition the ECNI expanded the framework of activity with the objective of further
examining the environmental impact of nautical activities. The second report integrated the
lifecycle of boats in order to identify the environmental impact originated from its design and
conception, through the manufacturing stage, its
useful life and collateral operations, closing the
cycle with the scrapping.
We should highlight that the level of experience,
training and awareness of user determines, in a
general basis, the level of environmental impact
caused during use. So an expert navigator is more
sustainable while navigating because it is more
efficient with the use of candles and the average
propulsion sailing time is high. On the other hand,
the same boat piloted by a beginner skipper is
less sustainable and makes it more difficult to
become independent from the propulsion motor.
However, during the lifetime of a yacht, its environmental impact, derived from the consumption
of fuel, gas emissions and waste generation, is
significantly much higher than a sailboat.
In the same vein, the Boatcycle project also tries
to, from different fronts and actions, involve the
entire nautical sector in the reduction of impacts
that are generated on the environment. First to
companies that design the boats in order to persuade them to more ecological and sustainable
designs, then also involve the user during the stage of life and when the boat enters into disuse.
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A nautical boat may have a useful life of over 30
years (ICOMIA). New materials and modern construction techniques have resulted in a significant
increase of its useful life. As already mentioned,
the boom in the nautical sector in the past 30 years
has enabled the growth of fleet progressively and
relentlessly reaching a total of nearly 6.3 million
boats currently in Europe. As reference data, there are nearly 16.5 million nautical boats in the
United States. During the year 2010, recreational
boating was an important factor in business that
contributed to the economy of United States generating 30.4 billion dollars in sales and services,
a reduction of 1% regarding the year 2009 (National Marine Manufacturers Association, 2010).
answer is that there is not a single efficient
system in Europe that detects when a boat
enters its stage of disuse and from this point,
puts in place an efficient process of waste management. The majority of disused boats are
abandoned for a long time without any kind of
control.
•Who should pay the cost of management of
boats out of use? And, how must it be done to
make it an orderly and efficient process? So it
is clear that it is technically possible to manage the NFU (boats out of use in the right way).
•What is the real problem that the sector, European citizens and the environment have to face
to? We face 3 major problems. First, in the environmental framework, because an abandoned boat is legally considered as a hazardous
waste according to the European Classification
of Waste (ECW) by the European Environment
Agency and must be managed according to the
rules, procedures of rigour and with maximum
efficiency and environmental safety. Second,
in the legal framework, because both laws and
directives that have been created to manage efficiently the waste of all the productive
sectors are not being followed. Third, in the
ethical framework, because the nautical sector consists of companies, organizations and
users, and it must be consistent and responsible with the maintenance of progress and sus-
But there is a nautical reality that we have yet
not faced, and that must worry us in terms of environment and ecology. What will happen when
the boats are no longer useful and fall into disuse?
First of all, and to confront this reality in a direct and constructive manner, there are a number
of questions that we should ask ourselves, to answer intelligently if we want to be responsible for
the use and preservation of natural environment
and the sea, the reason of being and existing of
sailing, in its widest expression and dimension of
term. The basic issues that we must find an appropriate solution to are:
•What happens with recreational boats when
they arrive at the end of its useful life? The
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tainable development, the conservation of environment and the right of future generations
to live in a healthy and ecologically functional
environment.
•Is there something we can do to this? Obviously
there is. First, promote, develop and potentiate innovative and useful initiatives to give
us the information we need for reflection and
change. Second, changing the way to think in
order to make changes. The Boatcycle project
is a good example of such and this guide of
good practices is a specific application in order
to guarantee the improvement of management
of waste water and boats out of use.
Photo: Miquel Ventura.
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2. The boats out of use
No one knows for sure what will the number of
boats that will arrive at the end of its useful life
in the coming years be. This is going to depend on
social, economical, political and environmental
factors. Firstly we can presume that the nautical
fleet we have will be aging and gradually becoming obsolete, as reflected in the following data
from the European Union’s General Direction of
Environmental Issues, which in its latest research
estimates it to be about 0.11% per year, about
6600 boats a year.
Usually abandoned and without apparent life
boats, although being considered hazardous waste, have a capacity of potential contamination low
with respect to other sources of pollution, since
they are confined to their own structure and the
pollutants remain latent in their sockets. Except
from the cases where the boats sink by accident
or deliberately, which pollute the aqueous environment, the ones that are abandoned in ports,
buoys, docks or fields, pollution by releases of
harmful substances is unlikely.
Photo 2: Abandoned boat close to the Mediterranean. Natural Advice.
Boats abandoned in marinas and other nautical
facilities create various problems. On the one
hand, they generate economical ones as they
occupy valuable space, mooring, generating socalled “lost profits”. Another problem of environmental type is due to the fact that a lack of
maintenance can create accidents by sinking of
boats and cause major collateral effects on the
port environment and private property to affect
other boats. Normally, the economical costs of a
port accident are for the entity responsible for
the management, and usually are high amounts
and are associated with a long administrative and
bureaucratic process that slows the collection of
premiums and compensation from insurance companies and by third parties.
The risk is another. Although there is a potential
risk of contamination, the presence of boats abandoned everywhere gives a picture of carelessness,
lack of public and waste water sector control.
This is clearly seen in the Mediterranean insular
and coastal areas and also in the coastal areas of
southern Europe.
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2. the boats out of use
Currently, there is no existent system on management and disposal of boats at the end of its useful
life that is supported by clear binding rules and
which in turn appeals in direct or indirect way to
manufacturers, users and the nautical sector in
general in Europe. Faced with the reality of such
risks, public administrations and the industry of
yachts of Europe have launched in the course of
last 15 years several pilot studies and initiatives
which have been developed in France, Finland
and Norway. Here is an example of regulation that
affects the Spanish nautical from different administrations.
ded to ensure that boats which are to be recycled
once arrived at the end ofir useful life do not pose
an unnecessary risk to human health, safety and
to the environment. The content of Convention
was prepared during the past three years with
contributions of Member States of IMO and nongovernmental organizations and in cooperation
with the ILO (International Labour Organization)
and the parties to the Basel Convention. The
Conference has considered two important rules
of uniform law: the Basel Convention of 1989 on
the zone between boundaries movement of hazardous wastes and their disposal. New York: UN,
1989; and the Convention of ILO (International
Labour Organization) for the safety and health in
boat dismantling.
2.1 Analysis of the regulation
a. Dismantling of large boats at European and international level
Previously, in June 2006, the Commission published the Green Book on the different aspects of
a future maritime community policy. The book
stressed the identity and maritime supremacy in
Europe, where it is essential to preserve a period
of time in bringing environmental pressures not
to threaten the perpetuity of maritime activities.
This maritime policy should act accordingly and
aim at a maritime industry innovative, competitive and respectful with the environment. In particular, the EU should support the international
initiatives aimed at promoting specialized infrastructure clean and efficient for the purpose of recycling and serving the sector.
We provide this information since it is interesting
to consider the environmental impact that have
historically generated large boats on the marine
environment. It is, for example, a process that
should promote convergent actions in the yachting sector, as the events are in the same environment, the sea.
The International Convention on boat recycling
was adopted by the IMO (International Maritime
Organization) in May 2009 in Hong Kong. In this
International Convention for safety and environmentally management of boat recycling, is inten-
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United Nations Environment Programme (UNEP)
have developed guidelines for the recycling of
boats and work in coordination on this subject in
order to avoid overlaps.
According to the European and international legal
framework concerning boatments of waste, boats
out of use designed to be scrapped are considered
to be waste within the meaning of international
law and Community law in the field of waste. On
the other hand, they are also considered hazardous waste when contain significant quantities
of dangerous substances or when their cargo of
hazardous substances has not been emptied properly. Therefore, the export of a boat from the EU
to a non-member country of Organization for the
economic cooperation and development (OECD)
for its dismantling is prohibited: this boat must be
treated in a member country of OECD in environmentally rational conditions or decontaminated in
order to stop constituting a dangerous waste. The
referential regulation is as follows:
b. The Marine Environment Protection Committee (MEPC) of IMO
This section refers only to the recycling and management of merchant boats, but it is very interesting to evaluate what is being done from the
IMO to facilitate improvements in the design of
new boats, in the health of workers, in the safety
and in the environmental conditions on the recycling of boats in the world, as well as in countries
in South Asia.
In 2007 The Global Program for Sustainability in
the Recycling of Boats was established, because
historically, many of merchant boats that are no
longer functional are sent, for instance, to coastal
areas of India or Pakistan to be scrapped by hand,
without any control measures of security for workers and with a huge impact both for workers and
the environment. According to the Program, action is urgently needed to prevent accidents of
workers and their death, as well as to reduce the
negative impacts that this activity generates in
the marine and coastal environment.
•Regulation (EC) No. 1013/2006 of the European
Parliament and of the Council of 14 June 2006
on transport of waste [Official Journal L 190 of
12.07.2006].
•Decision 93/98/EEC of the Council of 1 February 1993 on the conclusion on behalf of the
community, of the Convention on the removal
control and cross-border transport of hazardous waste (Basel Convention) [Official Journal
L 39 of 16 12, 1993].
The International Labour Organization (ILO), the
International Maritime Organization (IMO) and the
The Program tries to:
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•Promote sustainability in the industry focusing
on the recycling of boats, increasing the application of internationally recognized standards
that relate to the safety and health professionals and environmental protection.
1.2012 Guidelines for the development of a
boat energy efficient management plan.
2.2012 Guidelines on the method of calculation of the attained energy efficiency
design index (EEDI) for new boats.
•Promote conventions related to this theme
through international organisations such as the
IMO (International Maritime Organisation), ILO
(International Labour Organisation) and the
Basel Convention.
3.2012 Guidelines for the authorization of
boat recycling facilities.
4.2012 Guidelines for safe and environmentally sound boat recycling.
•Promote an integrated insight in the boat recycling industry.
5.2011 Guidelines for the control and management of boats biofouling to minimize
the transfer of invasive aquatic species.
•In the last session of MEPC (Marine Environment
Protection Committee) regulations and guides
to good practice for the design, construction,
operation and preparation of boats so that the
safety of workers and the environmental conditions, without losing the safety and operational efficiency of boats, by the operation of a
safe and environmentally correct operation of
recycling facilities, and to establish an appropriate mechanism for implementation of boat
recycling, integrating the requirements of certification and coverage where provided. The
most recent documents are developed as useful in reducing the environmental impact on
the marine environment and the management
of warehouses in different parts ofir life cycle
so highlighting:
6.2012 Guidelines for the development of
garbage management plans.
c. For the leisure nautical sector
I. International council of Marine Industry Associations - ICOMIA.
ICOMIA is born in 1967 and it stands for the International Council of marine industry associations,
and it is a strong and united organisation in the
representation of interests of industry faced with
the most important international organisations
and States. It also works with special attention
on the industry of yachts from around the world.
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ICOMIA facilitates and supports any entity or nautical agency that wants to be integrated anywhere in the world from a strategic, innovative and
sustainable perspective. Many ICOMA committees
address matters that have to do with the marine industry (approvals, technology, environment,
legislation, market research, strategy, etc.) and
study the benefit of Association at the global level. 32 National federations from around the
world are now full members of ICOMIA and this
include the vast majority of industrialized countries of Europe, North America, Japan, Australia
and New Zealand.
•Opinion of the Commission on the European
Parliament’s amendments regarding the proposal for a Directive on waste batteries and
accumulators. 2006
•Thematic Strategy on the Sustainable use of
natural resources. 2005.
•Pollutant emission and performance enhancement for spark-ignition four strokes outboard
engines. 2005.
II. EU Marine Strategy framework Directives on
the marine environment and water.
Industrial sustainability and protection of environment are some of its main objectives and therefore they elaborate studies, information and
publications of interest to the sector. Its activity recommends, disseminates and promotes the
performance of environmental regulations at the
international level. For more information visit
www.icomia.org.
In 2008, the EU adopted the directive 2008/56/EC
establishing a framework for Community action
in the field of marine environmental policy. The
Marine Strategy Framework Directive requires
Member States to take the necessary measures to
achieve or maintain good environmental status in
the marine environment by the year 2020 at the
latest. For this purpose, the directive identifies
4 marine regions (Baltic Sea, North-East Atlantic Ocean, Mediterranean Sea and Black Sea) for
which Member States have to develop a marine
strategy.
Some published documents of interest for the implementation of environmental legislation, management of wastewater and emissions are:
•Guidelines to minimize oil spill and emissions
from fuel evaporation. 2007.
A marine strategy is based on:
•Global Environmental Legislation Guide - Edition 3 – 2011.
•An initial assessment of the current environmental status and the environmental impact
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of human activities, together with the determination of what a good environmental status
for the waters concerned would be, to be completed by 2012.
procedure aimed to speed up the processing
of flag and enrollment seventh list of yachts
less than or equal to 24 meters. It also determines the technical documentation that the
applicant must be submitted with the application, differentiating between boats with and
without CE CE.
•The establishment and implementation of a
monitoring program for on-going assessment
and regular updating of targets, by 2014;
In this sense the law is willing to facilitate the
procedures for the registration of yachts and
facilitate sales, but otherwise does not contribute to update the data of life and location
of each boat in the registry of boats of national fleet. To control, predict, plan and manage
properly nautical boats on issues like the age
of boat, its territorial location update, implement risk factors into disuse, etc.. is essential
to have a record operating, updated and accessible to state authorities. This process control and administrative management should be
attainable at the time of boat registration.
The development and entry into force of a
program of measures designed to achieve or
maintain good environmental status by 2016 at
latest.
This new legislation should bring significant
improvement for the protection of marine environment in Europe, although it will not produce its effects before some years. Looking at
fresh water, the EU Water Framework Directive 2000/60/EC defines the European strategy
on water quality and aims at maintaining good
environmental conditions of both inland and
marine waters.
d. The dismantling of boats and other boats at
Spanish level
•Flag and registration in Spain of leisure boats
in the lists and seventh sect registry of boats.
According to the Royal Decree 1837/2000 from
November 10, which approves the regulation
for inspection and certification of civilian boats,
where in its article 41. Inspection and control
of process of scrapping or voluntary sinking of
a boat, explains that when you proceed to the
scrapping or voluntary sinking of a boat, and to
In the Spanish state we highlight the Spanish
Royal Decree 1435/2010, of November 5, by
regulating the flag and registration of leisure
craft in the sixth and seventh lists registry of
boats. This Royal Decree establishes a specific
− 25 −
ensure the safety of human life at sea and the
navigation, and conservation of marine environment, the boat shall be subjected to the inspections and checks provided in the applicable national and international regulations. According to
the article 51.8 from the Royal Decree 1837/2000,
an administrative citation of a serious nature shall
be the dismantling or voluntary sinking of a boat
without carrying out the inspections and checks
prescribed in this regulation.
llation of the corresponding list.
•Art.9 In the central registry shall all data from
boats, necessary to know all the possibilities
ofir use be incorporate, as well as to be able
to properly inform and propose the resolution
that comes in the requests for change of ownerboat, domain, name, and list; export, disposal, total loss by accident and, in general,
all administrative incidents that may have occurred to the boat since its entry into service
until its discharge in the registry. (It does not
refer to recreational boat).
Royal Decree 1434/1999, from September 10th,
with which surveys and inspections of recreational craft to ensure the safety of human life at
sea and laying down the conditions which must be
fulfilled by the collaborating entities of inspection
are set, was drawn up by the need to dictate specific rules that contemplate the characteristics of
recreational craft, since existing legislation so far
does not contemplate such inquires, for example:
the Royal Decree No. 2662/1998, from December
11, on the common rules and standards for the
inspection and survey of boats organisations and
for the relevant activities of maritime administration, is only applicable to boats and not to recreational boat.
•Art. 21 The last entry in the seat of boat’s registry will be its cancellation, which may be:
due to a change of list, due to exportation, disposal and total loss by accident or ex officio. It
will be expressed as a brief relationboat, when
appropriate, the corresponding authorization.
(It does not refer to recreational boat).
•Art. 58 The requests for change of list or name,
if any, as well as cancellation due to scrapping
or abroad sale, shall be subjected to the approval of General Directorate of Merchant Marine and may only be made by the holder or
person who represents him, dully authorised.
(It does not refer to recreational boat).
Royal Decree 1027/1989, from July 28, on flag,
registration of boats and maritime registry, in its
article 6, says that the owner of a boat, boat, or
any naval appliance of any kind has an obligation
of requesting both its registration and its cance-
•Art. 59 Shall also be communicated to the commercial register the final cancellation when it
− 26 −
is legally approved, whether it is due to scrap,
total loss by accident, transfer abroad or under occupation. (It does not refer to recreational boat).
Law 27/1998, of November 24, from State Ports
and the Merchant Navy, in its Art.108. Disposal
operations, says that boatbreaking operations,
maritime facilities and useless material that occurs in port waters will be previously required the
binding report by the Maritime Captain for the
purpose to comply with maritime safety regulations.
The management of an abandoned boat is done
following an administrative process that usually
has a duration that exceeds a year.
e. The dismantling of ships and other nautical
boats on the Catalan coast
•Preliminary procedures:
1.Notification of conditions of the apparent
abandonment of boat to the territorial director of port area.
We will explain an interesting example that is
managed by Catalan public administration (Ports
Generalitat de Catalunya www.portsgeneralitat.
org), which has promoted a protocol of action to
carry out the relevant procedures and proper management of an abandoned boat in one ofir port
areas.
2.Location of owner or holder of abandoned
boat.
3.Requirement (once ascertained the ownerboat of owner): notification of alleged
conditions of abandonment, obligation to
pay off debts, specification of subsequent
actions in case you disregard the requirement, fees, home of record of abandonment, declaration of abandonment and
sale at public auction.
This procedure is defined as ‘Processing case of
abandonment in the service area of ports attached to Ports of Generalitat, procedure of seizure
and sale at public auction and other alternatives’.
This would be the scheme:
− 27 −
4.Proposal for starting a record prior to the
declaration of abandonment.
11. Notification to the courts, when aware
that the boat lies within a judicial procedure, with expression of charges, liens,
mortgages, tax interventions of allegedly abandoned objects interested in legal
proceedings for their knowledge and to
safeguard the best fiscal intervention or
third-party right.
5.Notification to the holder of starting a record of abandonment with acknowledgement of receipt.
6.Request to the Harbour Master’s office or
to the Maritime District, in case that there
has not been previously asked for the owner of boat, to complete the formalities
laid down in the GRR so that in case there
is any mortgage or other lien the appropriate judicial authorities can be consulted. (General Regulation of fundraising)
8.Notification with acknowledgement of receipt of assessment and report on the conditions of boat.
12. Delivery of file to Management: with
all the documentation referred to in this
Protocol specifying the characteristics of
boat allegedly abandoned for the purposes of identification. A document will
be attached (in the case of not having a
copy of sheet of seat) with specification
of: name, registration, type, class, boat
measures: length, sleeve, strut, GT (GRT),
motor; type, brand, number, series, and
any other identifying characteristic: color, cabin, etc. and finally the last known
owner’s name.
9.Contradictory valuation in case the property presents another valuation or is not
in accordance with the one notified.
13. Suspension of invoice, from the date
of agreement, of declaration of abandonment.
10. Base of starting price of auction: normally the valoration carried out. Abandoned boats with rights of third parties, or
recorded by mortgages are special cases.
•The Managing Unit Procedure – Management of
Harbour netwrk managed by the Catalan Government.
7.Valuation of the object at market prices
and its status report.
1.Drafting of Edict and publication in the
− 28 −
DOGC of notification of abandoned situation of objects to the property and should
not be collected, prior abandonment of
debts, objects will be declared in abandonment and offered on sale at public
auction.
6.Advertisement in the DOGC (Official Journal of Generalitat de Catalunya) notifying
the day, time and place of auction as well
as the description of abandoned boats.
7.Exhibition of the advertisement on the advertisement board of the City Council of
the last known address for the last known
owner.
2.Exposure of Edict: on the advertising board
of City Council of last known address of
property, within a period not smaller than
twenty days (annex I of Law 5/1998). On
the advertising board of port, dock or maritime facility. In addition it should be reported to the Harbour Master’s office or
to the competent Maritime District. And
in such case, boats allegedly abandoned
with identifying ID registration.
•Celebration of the Auction.
1.Development of the auction, nomination
of the table president or designation of a
substitute.
2.In the case of offers in closed envelopes,
the envelope should be registered in the
place where it is given whether it is the
central office or the ones at the port.
3.Statement of administrative clauses that
shall govern the sale by public auction of
abandoned boats by the property in the
service of port area or either with rights
significantly higher than their sale value.
3.Reception of the consigment.
4.Provisional award.
4.Resolution of declaration of abandonment
and sale agreement at public auction with
the approval of clauses.
5.Issuing of Act.
6.Final decision of award, previously paying
the expenses of the auction: announcements, edicts, valuation, technical reports, travel expenses, diets of the Chairman of Board.
5.Notification to the party responsible for
payment, to creditors, and to those responsible for the ports at the day, time and
place of auction.
− 29 −
7.Final certification.
navigation of May 10 1952 (instrument of
ratification on September 11 1953) concerning the Act 2/1967 from April 8, by
preventive seizure of foreign boats for
maritime credits.
• Subsequent actions.
1.Return of the appropriation: will be made
once the person or entity awarded has
taken charge of the ship auctioned.
2. Administrative procedure: Law 5/1998,
dated April 17, form the ports of Catalonia, Law 4/1985 of March 29, from the
Status of Catalan public company, the Law
of heritage of Generalitat, coasts Law and
the regulation which develops article 108
regarding 202; in terms of administrative
eviction.
2.Direct award.
3.Scrap: authorization of Harbour Master’s
office or of Maritime District. Never scrap
a boat with registration without receiving
the approval of Harbour Master’s office or
of Maritime District
»» Observations will have to bear in mind
that the regulatory development of
port regulations drawn up from Ports
of Generalitat will introduce new concepts of abandonment detached from
the non-payment of invoices and will
be published its content which is related to auctions.
4.Proposal of the Territorial Responsibile of
port area with the determination of budget.
5.Resolution of scrapping.
6.Sending to the Harbour Master’s office or
to the Maritime District of the resolution
of the abandonment of the vessel as a
proof for its ownership.
»» The Territorial Responsiblility of Port
Area may propose, when appropriate,
the initiation of a disciplinary record
by use of domain without title, after
having been agreed a temporary suspension of service.
•Other alternatives.
1.Judicial proceedings: International Agreement for the unification of certain rules
relating to the arrest of boats of maritime
»» The valuation of the dilapidated boats
− 30 −
tion Agency - 2008), suggest nothing convincing
routes of this waste evacuation nor for the environment. Recently a consortium formed by companies of automotive industry, universities and
the European chemical industry has made studies
and tests to be able to recycle composites decomposing resins and to be able to separate the fiberglass. In this context the European project EURECOMP funded by the European Commission in the
seventh Frame Program appears, whose objective
is to develop a process of recycling through the
solvolysis reaction of reinforced plastics. The technical implementation of this system will facilitate the chemical industry engaged in the manufacture of plastics will comply with the recycling
goals set by European legislation and, in addition,
will increase the final value of recycled products.
In fact the solvolysis process requires high cost in
special facilities and, moreover, for the development of physical-chemical process lots of energy
is required. If we also take into account that according to the data of present work the European
composites industry produces each year between
1,000 and 1,200 Kt (Kiloton) of material, of which
between 40-45 Kt/year correspond to fractions of
rejection. If and if to this we add thousands of
boats that enter into disuse each year they are
around 6000 units (85% ofm made from composites), at the end we realize that it is a technical
solution that will be very expensive and impractical in the medium run. It is more intelligent and
interesting to work on the eco-design and on the
may be performed by the Territorial
Responsibility of Port Area, and, in its
case, the direct proposal for scrapping
in the case of boats without registration.
2.2 Scrapping ships at the end of its useful
life
In general all European experiences state that the
disposal and management of yachts at the end
ofir life is feasible and necessary too. Metals and
other materials can be recovered and recycled
through conventional routes, while the helmets
of resins with fibres or composites, which are 80%
(A. Comellas, A. Fundación Mar. Anteproyecto de
creación del Centro de Reciclaje de Embarcaciones Fuera de Uso, 2008) of rest of boat’s fraction, must be reduced and fragmented to manage
them as inert waste.
In reality non-metallic hulls have a destination
or management little optimized as waste, they
usually end up in a dump. Unfortunately this waste is often contaminated with paint, attached
wires, foams, oils or other integrated materials
that make it quite difficult to reuse them. The recycling or disposal of fiberglass resin material or
composite seem troublesome and studies in the
sector of automotive industry and in that of construction (Waste Management. A Guide for Small
Businesses, United States Environmental Protec-
− 31 −
necessary innovation to produce boats that are
built with 100% recyclable plastics or, better still,
with bioplastics or biocomposites plastics.
The work done by the Foundation Mar during 2008
and 2009 studying the reality of marine industry,
the characterization of fleet, the abandonment of
boats out of use and the need for boat recycling
systems show among other things that the composite resins and fiberglass, which constitute 85%
of European nautical boat hulls, can be recycled
and/or recovered in two ways, one would be the
generation of energy by combined combustion
and the other, the concrete for the construction
and urban furniture manufacturing. Both options
require input of energy and dependent indirect
systems that increase the environmental impact
of LC (Life Cycle) of boats, although it can be reduced significantly.
− 32 −
− 33 −
− 34 −
3. Promoting the recycling
of vessels with project
Boatcycle
•The lack of nautical businesses and services
specialized in the management of boats in disuse as well as ofir nautical waste.
•The low commitment of administration and
of sector in general for establishing a system
which manages boats in disuse and their waste
in an ordered and efficient way.
All the research and pilot projects carried out until now, concerning the management of nautical
boats in disuse and their waste, including the national Japanese program, seem to agree on the
following basic processes and stages:
The Boatcycle Project is an initiative within the
framework of LIFE’s European program and its
main objective is to reduce the impact of nautical sector on the marine environment by developing and applying new management systems of
processes and the innovation on all the life cycle
of nautical boats.
•Detecting in an efficient way boats in disuse.
•Localise and identify them.
•Take them to a place where they’ll be valuated, treated and eliminated.
The working plan that has been elaborated integrates, within other actions, the life cycle analysis (ACV) of boats which goes from its thought,
design and making to its optimized valuation as
a waste, including a prolonged and complex useful life stage. The experts which take part in the
project have integrated in Boatcycle all their experience and knowledge of nautical sector and
our perception of reality highlights the weakest
points of nautical sector dividing them into two
main levels:
•Decontamination and scrapping process.
•Recycling and valuation of materials, when
possible, using the common processes and
plans already established.
•If there’s the right technology and equipment,
valuate the FRP by synthesising the new materials, energetic valuation, making of construction pieces or of furniture with concrete, etc.
− 36 −
3. promoting the recycling of vessels with project Boatcycle
•Management of FRP’s hull – Crunching and removal.
3.1 Examples of Valuation of nautical
residues
Of the various actions that have been worked
within the framework of the Boatcycle Project,
studies and research have also been integrated
to better enhance the nautical residues obtained
from the dismantling of ships out of use. Specific
recovery actions have been done to the following
materials FRP, neoprene, wood and PVC. The elaborate processes of study and its first results are
as following (for more information visit www.lifeboatcycle.com).
Graph of some of results obtained with this type of material from FRP
hulls. Leitat, 2011.
The first conclusions are that the characterization tests reveal an increase of properties with
the fiberglass loading, mainly mechanical and impact resistance. The concentration of fiberglass
in each composite, which goes from 10 to 40%,
indicates no loss of fiberglass during the extrusion process. Conditioning of recovered fiberglass
proved easy and highly efficient, with grades of
recovery up to 90%. In addition, the different conditioning methods are easy to extrapolate to the
industrial scale.
a. Studies for recovery FRP (Fiber reinforced
plastic – Composite)
The work carried out during this study was structured in two different blocks: A technical analysis
Photo 3: The new FRP compounds can be synthetized with the technological process. Leitat, 2011.
− 37 −
b. Studies for neoprene recovery
The work carried out during this study was structured in two different blocks: a technical analysis
of different recovery and recycling technologies
existing nowadays for the neoprene from different fields of application, such as textile, rubber,
etc., and a pilot experience focused on the conditioning of recovered neoprene from three different boats and its introduction into four different
polymer matrices. The characterization of developed polymer composites with neoprene comprised mechanical and impact tests, microscopy and
thermal characterization. With the results, new
applications for the developed products were
proposed.
Graph of some of results obtained with this type of material from Zodiac Industries.
Leitat, 2011.
The first conclusions are that the characterization tests reveal an increase of mechanical properties and of impact properties, due to the higher impact absorption of neoprene. Conditioning
of recovered neoprene proved easy and highly
efficient, with grades of recovery up to 90%. In
addition, the different conditioning methods are
easy to extrapolate to the industrial scale. Applications for the developed materials could include
uses such as materials for automotive bumpers,
thanks to the good achieved properties in its impact.
Neoprene crushed and mixed to develop tests of mechanical and chemical resistance and
their possible applications. Leitat, 2011.
− 38 −
c. Studies for wood recovery
The work carried out during this work package
was structured in two different blocks: a technical analysis of different recovery and recycling
technologies existing nowadays for the wood
from different fields of application, such as furniture, construction, etc., and a pilot experience
focused on the conditioning of recovered wood
from the three different boats and its introduction into four different polymer matrices. Characterization of developed polymer composites with
wood comprised mechanical and impact tests,
microscopy and thermal characterization. With
the results, new applications for the developed
products were proposed.
Homogenization of wood particles inside the two polymer matrix is well defined as it can
be seen in this Electronic microscopy (SEM) images.
The first conclusions are that the characterization tests reveal an increase of mechanical properties with the wood loading, but a slight decrease in the impact properties. Conditioning of
recovered wood proved easy and highly efficient,
with grades of recovery up to 90%. In addition,
the different conditioning methods are easy to
extrapolate to the industrial scale. Applications
for the developed materials could include urban
furniture such as decks and floors to be used even
in harbours.
TGA analyses show the amount of wood present in the formulation of composites as well
as the degradation temperatures for the components of mixes.
− 39 −
d. Studies for recovery PVC
contribute to reducing the environmental impact
that abandoned boats could cause in the environment.
The BOATCYCLE project seeks innovative and environmentally friendly solutions to manage waste
of end-of-life boats. Among these, PVC-based materials present on boats could be found both as
a rigid and/or a flexible form depending on their
provenience. This activity was focused on the characterization and recycling of either flexible PVC
wastes deriving from the dismantling of rubber
boats or either of rigid PVC parts coming from pipes, profiles etc. The main objective was to select
and apply the most promising technology to recycle PVC according to LCA analysis. This ambition
was fulfilled by performing tests at lab-scale and
by using an innovative machine for PVC recycling,
designed and realized specifically for the project,
allowing us to obtain a consistent number of panel
samples.
The first conclusions are that an innovative process and machinery able to recycle PVC-based
materials coming from boat wastes has been designed and researched based on LCA analysis. The
results seem to be very promising owing to the
good performances of PVC composites prepared
and characterized. Particularly the composites
were obtained by using a matrix constituted by a
recycled thermoplastic matrix filled with milled
rigid or flexible PVC. The economic and industrial
applicability of new technology was positively
evaluated also considering that this process could
Manufactured panels: a) from flexible PVC wastes before compression molding; b) from
flexible PVC wastes after compression molding; c) from rigid PVC wastes before compression molding; d) from rigid PVC wastes after compression molding. ICTP.
− 40 −
− 41 −
4. Good practices for the
scrapping of nautical vessels
and for the management of
their residues
4.1 Introduction
Detection
Localization
In this part we are going to establish a useful and
excellent guide of good practices for recycling
businesses and authorities which, every so often,
carry out scrapping processes of boats and have
to deal with the management ofir waste the best
way as possible within the law. The experience we
accrued so far in the framework of Boatcycle project has been carried out with 5 different boats,
and specifically for a more precise, intense and
controlled experience it has been carried out with
a 9 metre sailboat, a 7.5 metre yacht and a 4.8
metre semi lead boat.
Identification
Transport
Reciclyng Centre
Plant of treatment
Decontamination
Management of materials
Reciclyng
Treatment
Valuation materials and elimination of FVR and other elements
Elimination Boat
Figure 3. Standard flow diagram of a boat scrapping
4.2 Methodology
a. Basic plan of the scrapping process
We will use the following flow diagram to represent all the scrapping process. We will also write
in every stage the difficulties we can undergo as
well as proposing the best way to deal with them
and providing useful advice that will make the
processes easier, with higher quality results and
safer.
Starting from the point that the business which
carries out the scrapping is a legal entity and that
it works within the legal parameters as well as
it follows all its requisites in fiscal, security and
employment terms. The business is, obviously, registered as an authorised business for the professional management of special waste within the
appropriate public administration.
The business which carries out the scrapping process must have the sufficient and necessary equipment, tools, human resources and experience in
order to carry out in an efficient way, and giving
out guarantees, the activities which come from
− 44 −
4. good practices for the scrapping of nautical vessels and for the management of their residues
scrapping process by using for this project a range
of trial/test boats, we suggest setting different
plan levels based on the current social, economic
and legal situation:
the management of boats in disuse and ofir subsequent waste.
In our pilot experience w have been given the
support and experience of company Casa Nualart
S.L created in 18988 and located in the coastal
area of Costa del Maresme (Pineda de Mar) in
the province of Barcelona. This company is dedicated to the recycling of any types of industrial materials and, over its years of existence, it
has gained very important experience in the management and scrapping of all types of nautical
boats. Currently it is one of few existent businesses in Catalonia which carry out this type of
tasks where experience, efficiency, specialised
teams and adequate facilities are required. At
the end of scrapping tasks, the business delivers
the corresponding certificate of destruction. The
professionalism and technical and human organisation of Casa Nualart have been essential for
the valuation as well as to acknowledge in great
detail the scrapping process in order to carry out
our project in the best possible conditions. At the
same time, the technicians who have worked in
the Boatcylce project in its scrapping stage have
managed to valuate the risks and weaknesses of
system as well as to identify its stronger aspects
and opportunities.
I. Detection, location and identification
This is the first level of process and it is basically identifying the potential geographical areas
and facilities liable to generate boats in disuse.
In this respect, it would be logical to design a
number of territorial planning actions which will
define to us those critical points which potentially
generate boats in disuse. Once the areas more
likely to generate boats in disuse are identified,
you have to plan and design an efficient action
plan. Hence, the new technologies of cartography
(Geographical Information Systems, GIS) can be
very useful in order to design a service project for
the territory in the most efficient and functional
way. In the Spanish, Italian and French context,
the most critical and likely areas to generate
boats in disuse are easy to point out, since all the
coastal areas are potentially valid, but the places
where the nautical activity is higher the risk is
also higher. In this sense, the marinas, fishing or
commercial ports are hot points which have to be
monitored, and have to offer the necessary services and infrastructures for the management of
boats which are out of use. Currently, the system
used to detect such boats is not very useful nor
efficient. Moreover, the systems are only started
4.3 Stages for the scrapping process
Out of experience we gained during the boats
− 45 −
out when the problem is already important or devastating and the social agent which suffers the
abandonment and stays next to the waste has to
find an immediate solution. In our case, in order
to detect and select the boats for the scrapping
study we focus in two coastal areas of Catalonia
with a high index of nautical activity in summer
and with a significant risk of suffering from unexpected storms in times of high activity. The selected areas were the whole Costa Brava and the
coastal zone of Barcelona. In a territorial not exhaustive control we detected a total of 130 boats
in their stage of disuse located in fields, gardens,
dry marinas, ports and woods.
the abandonment of a boat, an accident or simply
where an owner, voluntarily, decides to scrap it
and pay for the service and expenses involved.
Other factors that involve the identification process are when a city council that has received
many reports and/or complaints due to the abandonment of boats in different areas such as communal grounds, fields, woods or areas with much
waste concentration receive boats that their owners don’t know what to do after their whole life
cycle.
Photo 3. High risk areas are located in Maresme coast (Barcelona) identified during fied
research by Fundació Mar 2009 . Natural Advice.
Once the boat has been identified, the next step
is to identify it in order to continue with its administrative management. Normally the abandoned boat does not have a known owner and the
The adverse weather factors that show up unexpectedly, like sea storms, can have major effects
on the group of buoys and on the marinas. In such
episodes the number of damaged boats that have
to be treated is, in many occasions, high and its
clear identification makes it easy to coordinate with the Public Administration, the Harbour
Authority, other nautical agents and owners affected by the management of damaged and obsolete
boats. Despite that in reality the identification of
out of use boats means that the management of
waste is quick and efficient. Sometimes, months
go along before the boat in disuse identified is
removed and is then stored for a long time before
it is identified and treated as a waste.
Normally the action of identifying a new boat in
disuse is done by a marina which is undergoing
− 46 −
identification documents are not found. What we
can do, though, is an external characterization
of same as well as a description, brand, model,
license plate, estimated value, elements which it
contains, complexity of scrapping, type of transport and determination of type of actions that
have to be done. If they have a dimension bigger
to 7 metres, we will have to take into consideration whether to previously break the boat into
pieces and afterwards bring it to the processing
facilities for its final scrap.
For the development of our project the detection, location and identification of boats already scrapped have given the following results:
Boat
Making year
Detection
Localisation
Identification
9m. Sailboat
1998
Costa Brava
Puerto de Palamós
License plate and description
7’5m Yatch
1989
Costa Barcelona
Port Fòrum
License plate and description
4’8m Semi lead
2003
Costa Brava
Cala de Sa Tuna
License plate and technical documents
3m Pneumatic
2005
Barcelona
Campo del Masnou
None
4m Boat
1975
Costa Brava
Puerto de Palamós
None
− 47 −
Good practices for the detection, localisation
and identification of vessels in disuse
Further on, we present a couple of ideas and proposals to improve the initial process of detection
and control of boats out of use which have to be
managed by specialised and authorised businesses.
The public or private initiatives started to establish optimized and efficient processes of management of boats in disuse, in areas or coastal
areas which are very important to gather this type
of waste and to provide a service in the regional
scale, must work, in general, through a management process in the following way:
•Integral plans of contingency and prevention for the nautical sector.
Zonal
Detection
•Start of a CRM (Customer Relationship Management) with
the nautical sector and to promote services of residues
management.
Detection boats out of use
Identification
•Use georeference position systems and the SIG.
Administrative notification
Localisation
Start collection protocols
Transportation type
•Design of a geographic information system (GIS), maps of
nautical zones which are very likely to generate vessels in
disuse.
•Positioning the abandoned boats detected and distributing
information via CRM to the entire sector and government.
•Promote the removal and the efficient management of the
residues.
Previous dismantling actions
•Vessel characterization and technical description.
Transportation to recycling center
Registration
Identification
Weigth
•Creation of a register file of the vessels for its control on
all the process since its localisation and removal to its total
scrap and generation of the elimination certificate.
Decontamination
Dangerous waste
Inert waste
II. Transport to the recycling and processing centres
Waste management
Treatment
Disposal
In this second level we are going to describe briefly the transport process from the identification
zone to the scrapping facilities. In this stage,
exists various facts that can make the process
more difficult and are the following. Firstly, the
fact that a boat has normally volume, it’s heavy
object and it requires to be manipulated by cra-
Recovery
Under products
•Design and elaboration of a database linked to teh SIG and
CRM.
Valuable materials
− 48 −
nes as well as to be transported by special vehicles, such as lorries or big vans. In this aspect, the
process is not very complex, but it is not easy and
in this sense since once the boat abandoned and
deposited in the ground it is difficult to move.
On the other hand, boat transport services are
not cheap (the cost of transport of a boat of 5 to
7 meters at a distance of 50 Km has a minimum
cost of 380 €). One of most important issues is
therefore, in the studies on the costs of dismantling of abandoned boats, the cost of transport in
the process of scrapping.
Photo 4. Specialised transport of boats in the identification area. Natural
Advice.
Good practices for the boats transport.
In the research and study of this process of disposal under control, the cost of transport of boats
from its cue point up to the processing plant has
been made with special vehicles and the cost of
service has been taken into consideration in the
Boatcycle project. In the case of dismantling of
boats as big as 9 metres in length, the lack of recycling facilities to receive nautical boats and the
complexity of its transport is carried out in a controlled area of port. In the case of sailboats that
have a considerable amount, because of mast and
keel it is best to perform the disposal in the port
area in a controlled manner, or if it is not possible, make part of scrapping and fragmentation in
the port and then finish it at the processing plant.
In the following diagram we want to put forward
a couple of ideas and actions to improve the
transport of boats out of use and their waste until
taken to processing and recycling facilities.
•Dimensionate the transport to manipulate the vessels
without space problems until the treatment plant.
•Valuate the risk of leaks or dangerous substanced during
the process as well as to take accurate measures.
•Manage the transport to get to take the maximum number
of vessels, reduce costs and be more efficient.
•Coordinate with the local agents of zones of high nautical
activity the periodic collection of vessels in disuse and other
nautical residues.
•Dispose of depts, special containers and resistent bags for,
in case of fragmenting or partially or integral scrapping in the
localisation zone, we may manage correctly the residues an
take them securely to the treatment plant.
− 49 −
III.Decontamination, disposal of valuable material and elimination of FRP (Fibre Reinforced
Plastic)
must be dry as well as the use of absorbent materials and tanks must be appropriate, in terms of
number and type, to store each waste separately
in order to forward them to proper managers for
specialized waste later on.
When the boat comes to the disposal facilities or
recycling centre, the first step is to decontaminate it. The decontamination process we have designed as a controlled dismantling research has
integrated the removal of following elements:
•Oils, fuels, liquids, batteries, chemicals, CFC
or Freon in refrigerators.
•
•
Photo 6. Paved and covered area for decontamination. Natural Advice.
•
Once a boat has been decontaminated, the next
step is to remove the recoverable parts to be sorted out and stored in special containers which are
then taken to the warehouse. In this respect, the
value of second-hand nautical parts is very low
and its sale is difficult because there exist no market sales nor efficient distribution systems. Unlike
engines, which have the advantage that its parts
have much reuse and fast rotation, although the
wide number engines and boats models greatly
hinders the search for a potential buyer ofse parts
among individuals and nautical workshops.
•
•
•
Photo 5. Authorized tanks to recover fuel. Natural Advice.
Due to the entry into force of Royal Decree
1383/2002, on December 20th 2002, the decontamination area should be covered, paved and full
of slopes to a point of vacuuming liquids not connected to the sewer system. The cleaning process
− 50 −
Photo 7. Dismantling yacht engines for decontamination and sale of spare pieces to
nautical workshops and individual users. Natural Advice.
Another fraction of waste that must be taken
into account is all electronic material composed
by cables, integrated circuits, electronic boards,
housings of plastic of various kinds as well as
foams, covers, tarps and a long etc. of materials
that in the percentage of total volume of waste
are unimportant, but that should also be recycled
effectively. In the case of electrical cables copper
wire or aluminum is recycled for new manufacture. In the case of electronic components and,
according to European Directive on Waste Electrical and Electronic Equipment (WEEE), the electronics recycling process begins by classifying the
reusable components which are suitable for sale
as second hand electronics. The technological
waste intended for recycling is subject to stricter
separation and classification process due to the
hazardous nature of some components and the
Table 3. List of materials obtained from dismantling a sailboat. Natural Advice
− 51 −
possibility of financial compensation for the materials. The plastic is separated so as to be taken
to a standard recycling process and, finally, the
tarpaulins and sails depending on their status and
outlook can be re-used or used to make other products such as bags and shopping bags.
Once extracted recoverable parts, the rest of
boat, in the 85% of cases are composites hulls
(synthetic resins with fiberglass - FRP) is ground
and stored in special containers to take them to
the dump. Composites are considered inert waste
and so it is possible to store them in dumps and
bury them. The wooden boats are also crushed
and brought to dumps as they contain varnishes
and paints that hinder its recovery as organic or
combustible material. In some cogeneration ovens
that have installed volatile particulate pollutants
or toxic gases filtration systems, it is possible to
use both the wood and the crushed composites. In
Spain some pilot research in clinker ovens for the
manufacture of cement by using it as a traditional
fuel (oil coke) that has got mixed with crushed
composites.
Photo 8. Composite o FRP crushed for the clinker ovens or for the making of concrete
pieces. Natural Advice.
that move to the scrapping plants.
The pressed boat is sent to the fragmentising
plant, where it is crushed and recovers the ferrous
and non-ferrous metals. High quality iron scrap
was very appreciated by the electric arc furnace
steel. In the 1960s, the wood and iron was around
70% and 30% of boats respectively, which meant
that the recycling rates were high. Over the years
and with the growing technology in the nautical
sector, polyester fibres and other plastics have replaced wood and iron. Another material that has
also increased in proportion in the marine industry is aluminium due to its lightness, its high resistance and durability against corrosive and saline
environments. As a matter of fact, currently the
rate of recovery of aluminium content in vehicles
is 95% and two-thirds of aluminium used for the
manufacture of cars and parts for recreational
Finally, in the event that the boat had a metal
(aluminium or steel) hull, the profitability of
scrapping passes from negative to be highly positive due to higher market value. In this case, the
next step in the recovery of spacecraft is metal
pressing stage, work which is done in the plant or
either there are companies with mobile presses
− 52 −
boating come from secondary aluminium fusion.
The other materials which cannot be fully exploited, which is known as rejection, are deposited
in a controlled dump, since they contain special
waste such as waste of oil, metals, paints, varnishes, rubber, PVC etc.
frigerators, furniture, and even boats. There was
no decontamination, cars and boats were piled
up and there was no control whatsoever whether
contaminants dispersed along the ground or not.
Today, this is not only unfeasible but there are
also very clear guidelines to follow.
Before, having a plot of rural land and a metal
fence was enough to create a place where to
scrape of vehicles or any object type such as refrigerators, furniture, and even boats. There was
no decontamination, cars and ships were piled
and there was no control whatsoever whether
contaminants dispersed along the ground or not.
Today, this is not only inconceivable but there are
also very clear guidelines to follow.
Photo 9. Sailboat split into pieces at a marina before carrying the waste to the final
processing plant. Natural Advice.
Comparative analysis with the automotive sector for the sound management of boats in disuse
The great change that should experience the nautical sector is given by an increasingly strict regulations, which is exactly what has already happened in the automotive sector.
Photo 10. In this aerial image of a dump we can count up to 6 boats. Natural Advice.
Before, having a plot of rural land and a metal
fence was enough to create a place where taking
the vehicles to scrap or any object type such as re− 53 −
In the case of vehicles out of use (VFU), in Catalonia we find pioneering laws such as law 3/1998,
Feb. 27th 1998 (Environmental Office Integral Intervention), which was written with the purpose
to provide a big amount of protection for people
and environment. This regulation makes sure that
the VFU are delivered to an authorized processing
centre (CAT) that recycles them.
why there has not been a similar process applied
to the out of use boats (NFU), the most plausible
reason is that the number of boats is infinitely
lower (29 million of land vehicles to 250 thousand nautical boats). Moreover, the fact that the
real value of wastewater is zero or close to zero
makes it very difficult for private management to
make profit out of such waste. The environmental
impact of boats abandonment, although very serious and requiring specific actions to avoid side
effects, is somehow lower than that of vehicles
abandonment. On the other hand, the abandonment of NFU is a process widely spread in the territory and its environmental disposal is only detected when you acknowledge how the nautical
sector, in all its dimensions and scales, works.
As a result, the scrapping company must be homologated, what means that it must meet all the technical and environmental requirements, as well
as being responsible for extending the so-called
“Certificate of Destruction or Decontamination”,
which is essential for the car’s cancellation in the
Traffic Dep. registry.
Good practices for the decontamination, disposal of valuable materials and removal of
composites or FRP (Fibre Reinforced Plastic)
Thus, the recycling company becomes an essential figure, since the vehicle depends on this
company in order to be cancelled from the Traffic Dep. registry. After nearly 10 years of implementation for the first time of Catalan law which
includes vehicles out of use, it is now time for
the Spanish Law System to adapt itself to the European Directive 000/53/CE by European Parliament and European Council, Sept. 18th 2002, by
means of Royal Decree 1383/2002, de Dec. 20th
which will appear as Basic Law (which means that
it must be the basis of transferred regional laws).
Both regulations are very similar, except for some
differences that are now undergoing a process of
adaptation. Currently our reflection is based in
In the following diagram, a set of ideas and actions to improve the process of decontamination,
recovery, recycling and management of out of use
boat’s waste are put forward.
− 54 −
•Analyse the conditions of the ship before taking any action to define the management plan and prevent any unnecessary leaks.
•Follow the waste management and facilities legislation.
Decontamination
•Implementation of the ISO 9001 on quality and the ISO 14001 on enviromental quality.
•Adoption of the legislation OHSAS 18001 linked to he two previous ISO ones.
•Simplification and safety in waste management protocols.
•Implementation of appropiate security measures to each phase of the job.
•Manual removal of pieces and elements to leave the hull clean.
Post
decontamination
phases
•Disassembly of the engine and the electrical system.
•Mechanical cutting of the hull and manual separation from other materials such as polyurethane, rubber, metals, cables and deposits.
•Mechanical crushing an chopping of the hull.
•Specialisation in equipment and human resources to improve and optimize the recycling of nautical materials with market value.
Waste recovery
and recycling
•Creation of communication and direct information systems with nautical agents such as CRM or web sites to sell spare parts to improve the profitability of the
scrapping process.
•Specialisation in the nautical market of recycling to achieve a constant optimization, an improvement of the economic performance and the depreciation of
special terms.
Elimination of the
composite or teh
RVF
•Improve the health and safety methods at work to avoid injuries.
•Promote the crushing of the GRP or FVRP (glass reinforced with polyester fibre).
•Avoid despositing in landfills the remains of GRPs with paints, varnishes and other contaminants attached to the hull’s fragments.
− 55 −
5.Conclusions
Both managing and recycling boats in disuse (NFU)
apart from being a complex process due to the
dimensions of boats and because of fact of presenting an atomized and dispersed territorial
distribution, it is also very unprofitable in itself.
Most of this is due to the fraction of nautical craft
that remains, which is between 70 and 80% volumewise. They are made of fiberglass resin, which
is a material that has nowadays little chance of
being valued economically. Currently, the percentage of recoverable products of a boat is of order
of 30 to 40% in its weight (A.Comellas - Estudio de
valorización de composites. Fundación Mar, Fundacion Caixa Terrassa, 2009).
adaptation of existing infrastructures for boats
recycling as well as setting up specific nautical
scrapping centres across the territory.
In this respect, our experience shows that in the
future we should invest in innovation and ecodesign in order to replace synthetic resins by bioresins from which biocomposites would be aimed
to be made when the boat reached the end of its
useful life, which is cleaner and easier to recycle.
Besides the materials used, the boats assembly
is a process which can be improved in order to
increase the recyclability thereof.
Faster rotation for the huge amounts of composites that exists in Europe and in the Mediterranean
area in the form of nautical boats has proved to
be both complex and difficult to solve. It is technically possible to use the fraction that is left
over in new industrial applications with the aim of
making special pieces for construction or furniture. Economic performance from energy recovery
of GRP can also be obtained. But the energy efficiency that could be obtained in Spain is low, due
to the annual volume of NFU that could be obtained for scrapping and enhancing its GRP within
energy levels. In addition, it is important that this
energy option is carried out under control and
corrective measures to avoid environmental impacts during combustion. Another additional problem is that industries accounted for using this
waste would need regular supply that currently
Another of existing problems is associated with
the lack of collection of recycled materials that
allow entry-regulating industries that could include nautical by-products in their production processes. This fact directly affects the acceptance and profitability of valuation ofse wastes and
mainly of RVF.
There are no waste management companies specializing in the processing of boats in disuse. The
few that exist have specialized based on their
experience and knowledge of need of marine industry, at local and provincial level, to work on
such demand. The lack of regulations on the boats
in disuse management and on its nautical waste
consequences greatly hinders the viability of these processes and brings much difficulty for the
− 58 −
5. conclusions
cannot be guaranteed.
ensure the landscape’s quality and the coaster’s
marine biodiversity.
There are very few nautical companies, dedicated to the manufacture and construction of boats,
which use life cycle analysis systems to reduce
the environmental impact ofir products at the end
ofir useful life. One of our Boatcycle project partners, Zodiac-Española, in an advanced process of
business excellence and quality in comparison to
their European competitors, carry out systematic
studies on the materials used during the manufacturing process to make an analysis of costs and
comply with the applicable environmental regulations. To integrate LCA in the manufacture of a
boat is the unavoidable strategy for any company
that produces a product or service that directly
or indirectly affects the quality of environment
throughout their life cycle.
Photo 11. Furniture made from cement and crushed composites out of recycled
nautical boats.
The boats recycling even though nowadays not
being profitable has very positive environmental
impacts since it reduces pollution and prevention
as well as it prevents in many cases ecological
impacts that are extremely difficult to reverse.
Finally, empowerment and creation of a legal framework adapted to the marine industry must integrate administrative control processes and equal
tax ethics, in addition to an effective regulation
of enforcement of laws. It is necessary to regulate the boats in disuse management by such regulations, best practices, improving administrative
processes, etc. This is a must to fully turn on the
private sector and develop specialized centres for
the processing and recycling of boats.
It is necessary to have a professional optimized,
regulated and efficient management system of
abandoned in disuse boats, which gives service to
marinas, nautical facilities and the nautical sector
in general. This will enable us to adapt to regulatory compliance, as well as to prevent the loss of
income by profits of moorings in zero performance, to avoid environmental risks, to reduce costs
for the management of pollution accidents and to
Although there is a European legislation in the
− 59 −
form of directives (Main Directive for waste management (Directive 2008/98/CE) y and recommendations bound to a number of projects (Life;
Ecosind; Interreg, etc.) that promote the creation
of a national and/or regional set of rules, as it
has happens in many other sectors, the nautical sector’s compliance with the rules on waste
management and on boats in disuse is nowadays
nonspecific, diffuse and ineffective.
tinental and marine waters. In general, all these regulations oblige us to work in one direction,
which is that of sustainability and good governance processes throughout the lifecycle of a boat,
the marine environment and the s In 2008, the EU
adopted Directive 2008/56/EC establishing a community framework of action in the field of marine
environment’s policies. The directive on strategy marina, forced the Member States to take the
necessary measures to achieve or maintain good
ecological status ofir marine environment by the
year 2020 at the latest. Therefore the directive
identifies four marine regions (Baltic Sea, Atlantic
Northeast Sea, Mediterranean Sea and Black Sea)
where the Member States must develop a marine
strategy. Likewise, Directive 2000/60/EC defines
the European strategy on the quality of water and
its objective is to maintain good environmental
status of both continental and marine waters. In
general, all these regulations oblige us to work in
one direction, which is that of sustainability and
good governance processes throughout the lifecycle of a boat, the marine environment and the
sea.
Nautical records that the public administration
have do not faithfully reflect the existing active
nautical fleet, as well as they do not have updated data on the annual volume of boats that fall
into disuse. Regarding this concern, there is no
record whatsoever of foreign nautical boats that
live and die in our coastal areas.
In 2008, the EU adopted Directive 2008/56/EC establishing a community framework of action in the
field of the marine environment’s policies. The
directive on strategy marina, forced the Member
States to take the necessary measures to achieve
or maintain good ecological status of their marine
environment by the year 2020 at the latest. Therefore the directive identifies four marine regions
(Baltic Sea, Atlantic Northeast Sea, Mediterranean Sea and Black Sea) where the Member States
must develop a marine strategy. Likewise, Directive 2000/60/EC defines the European strategy on
the quality of the water and its objective is to
maintain good environmental status of both con-
− 60 −
5. conclusions
− 61 −
6. Bibliography
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BORRELL MERLÍN, M.D.: “Turismo, medio ambiente y desarrollo sostenible en el Mediterráneo”.
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European Commission, EUROMED, EUROSTAT, Theme General and regional statistics. Statistiques
euro-méditerranéennes [en línea]. 2006 edition.
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the European Communities, 2006. Collection: Panorama of the European Union. “VIII. Tourisme”.
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Recreational Boating Statistical Abstract. NMMA –
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is the marine industry’s most complete collection
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Serageldin, I. and Steer, A. (1994): Making Development Sustainable. From Concepts to Action;
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1998,Barcelona.
Jansson, A. M., Hammer, M., Folke, C. and Costanza, R. (1994): Investing in Natural Capital, The
Ecological Economics Approach to Sustainability.
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Jesinghaus, J. (1996): Pressure Indices Project.
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MONTANARI, A. (1995): The Mediterranean region:
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A LIFE project coordinated by
in association with
and the collaboration of
advisory boards

Guide on good scrapping and waste management prac

Transcription

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