The remaining ballast water was removed and taken for treatment. The vessel was decontaminated, area by area, under strict access and handling procedures. The waste stream was monitored by Environmental Consultants, Golder Associates ( UK) Ltd and the local Environment Agency, who audited the paper trail from the vessel to reuse, processing or disposal in a certified landfill. This process took 4- 6 weeks. The deconstruction of the vessel was achieved by removing sections of the structure down to the dock floor using dockside and gantry cranes. This assessment was carried out by H& W's structural engineers, both on the original plans and verified on site before execution. Much use was made of heavy machinery to minimise the direct contact of personnel with the vessel. This opened up a series of work- fronts to reduce the structure down to the 5' by 2' by 2' pieces suitable for the recycling plant. The non- ferrous materials, motors, cables, etc., were isolated, stockpiled and collected for recycling. The material obtained from the MSC Napoli included 11,000 tonnes of steel, 150 tonnes of oily water, 50 tonnes of waste cargo and 2,000 tonnes of consolidated, hazardous material. Cost and risk can be reduced by reuse of design information The opportunity to use technology to reduce cost and risk in the recycling of MSC Napoli was lost, due to the unavailable data and the condition of the vessel. However, if considered and established early, there are many ways design information can assist in the deconstruction process. A comprehensive 3D model, with information on all hazardous material identified, would have been invaluable. It would also have enabled an informed and controlled deconstruction sequence that would have been more efficient and safer. The good news is that ships are inherently very recyclable entities; the hulls are generally steel and the equipment contains expensive noble materials such as copper and bronze. However, deconstruction of ships is a balancing act between the valuable recyclable materials and the contaminants that must be properly controlled. The more accurate the information provided in advance of deconstruction, the lower the risk in recycling and, potentially, the better the return for the owner at the end of the vessel's life. Having a record of the volume of materials ( such as steel, copper or bronze) used in the construction and outfitting versus the ' built- in' contaminants ( PCBs, oils, fire detector heads, and so on) is the ' must-have' starting point to establish the vessel's ' Green Passport'. This should be maintained from commissioning and throughout the vessel's life, listing modifications and upgrades. An accurate knowledge of contaminants and their location will lessen the potential of accidental release to the environment during routine operation, repair, conversion and recycling. This not only enhances environmental protection, but also protects the health and safety of the ship's crew and of shipyard workers, and reduces the legal liability of the owners. In the event of a marine accident such as that which happened to MSC Napoli, accurate drawings and/ or a 3D model of the vessel are prime tools for ensuring a safe and efficient response. Such data also assist in the development of the deconstruction plan. Environmental requirements In the case of the MSC Napoli, it was extremely fortunate that no environmental incidents or injuries occurred. This was mainly due to the strong management, sound procedures and excellent equipment and facilities at Harland and Wolff. The environmental and human consequences of this casualty could have been dramatic, and unnecessarily exacerbated by the lack of vessel information. The cyclic nature of the marine industry gives rise to some unusual and unexpected developments. The H& W Black Squad performed ship scrapping over 100 years ago but, as the developed world saw increases in working, social and environmental standards, these projects migrated toward the developing nations. Now, due to increased social, human and environmental considerations, the circle is being completed and ship recycling might return to Europe on a greater scale. Modern owners with end- of- life vessel liabilities generally have no alternative but to use traditional beach- breaking solutions, with the inherent environmental and human impact. However, the pressure is on from ship managers, shareholders, NGOs and governments to find an alternative. The UK government department, DEFRA, established a set of guidelines that effectively set a challenge to industry to step up and offer a transparent, environmentally sound and socially responsible solution. Harland and Wolff were the first to answer that call and obtain a Waste Management Licence for Ship and Offshore Unit recycling based on the newly published standard. Recycling of MSC Napoli. Photograph courtesy of Harland and Wolff Heavy Industries Limited. Page 34| AVEVA PIPELINE | 2010 Issue 2

' South Asian countries recycle the bulk of ships,' N. T. Anildas explained when we were talking about the design of sustainable ships. Mr Anildas is the Managing Director of Conceptia, a company providing engineering services to the shipbuilding and oil & gas industries, and he discussed this topic during a recent AVEVA Marine seminar in Mumbai, India. ' I truly believe in sustainable shipbuilding, effective design, green technologies and responsible recycling and I take every opportunity to advocate it to my customers and peers alike,' Mr Anildas continued. He is in good company. In May 2009, at a diplomatic conference in Hong Kong, the International Maritime Organization ( IMO) adopted a new International Convention for the safe and environmentally sound recycling of ships. Early ratification by governments of the ' Hong Kong Convention' is fully supported by the international shipping industry. Its aim is to ensure that ships do not pose any unnecessary risk to human health and safety or to the environment, when being deconstructed at the end of their operational life. Mr Anildas went on, ' I am glad that the international community is finally taking concrete measures to address environmental problems. At the moment, when ships are decommissioned, there is no inventory of recyclable parts or hazardous materials. The ship recycling industry has so far been in the domain of the national regulatory bodies. It is the only phase in a vessel's lifecycle to be excluded from regulation at an international level. The design, construct and build, operation and maintenance phases are all well regulated.' In India, the lack of an inventory of a ship's materials can be harmful, as roughly 50 per cent of all ships worldwide come to India to be decommissioned. At Alang, in Gujarat, nearly 20,000 people, in more than 160 yards, have been breaking ships ever since the first vessel, MV Kota Tenjong, was beached there on 13th February 1983. Workers here risk exposure to toxic substances, since vessels may well contain hazardous materials, such as asbestos, toxic sludge, PCBs and heavy metals. Shipbuilding is expected to grow through 2010 when around 800 single-hull tankers over 2,000 DWT will have to be phased out. ' The greening of shipbuilding and breaking has a long way to go,' Mr Anildas went on. ' We have been putting a lot of emphasis on designs that make ships more efficient and use less fuel, but we have sidestepped environmental and safety issues when it comes to recycling. ' Right now, ferrous materials are the main driver for recycling, but there is also a large quantity of non- metallic materials used on ships. As a designer, I am driven by cost factors when it comes to the selection of materials but, as an environmentally conscious person, I would like to evaluate what other materials can be used that will have a low carbon footprint and will be recyclable. In any case, the new international regulation requiring shipowners to equip new and existing ships in their ownership with inventories of materials is to be welcomed.' Shipowners will soon have to adhere to the regulations in the Hong Kong Convention when it comes into force. Other regulations include those covering methods of sale, ensuring a recycling facility is competent, developing a ship recycling plan, and the prior removal of hazardous materials. ' Ship- breaking can only become greener if ship design and shipbuilding themselves become more environmentally sensitive,' concluded Mr Anildas. AVEVA Marine to benefit shipowners Deconstructing ships is a balancing act between the valuable recyclable materials and the contaminants that must be correctly and cost- effectively managed. The more accurate the information provided, the lower the risk in recycling, and the better the potential return for the owner at the end of a vessel's life. The design stage is the most important stage in preparing ships which facilitate safe and environmentally sound deconstruction. In this phase, full 3D models created with AVEVA Marine can easily generate an inventory of materials that are not only important for recycling, but also for the vessel's lifetime support of maintenance and upgrades. The AVEVA Marine portfolio provides access to information regarding pipes: their potentially dangerous contents and their location in the ship, again, facilitating recycling. Using AVEVA solutions, owners can exercise more control over the entire recycling process, and plan a safe set of tasks for the entire project. For example, the 3D vessel model created with AVEVA Marine provides a graphical framework for checking and reporting on the recycling process. AVEVA NET, a project lifecycle management system, can manage different Bills of Material throughout the lifecycle of the ship: as designed, as built and as maintained. The latter can be particularly useful when decommissioning as it provides access to the most recent and accurate status of the ship. Besides negating risks during deconstruction, detailed knowledge of contaminants and their locations reduces the risk of accidental release to the environment during routine operation, repair and conversion. This not only enhances environmental protection, it also protects the health and safety of the ship's crew and shipyard workers. In the event of a marine accident, accurate drawings, or a 3D model of the vessel, are essential to ensuring a safe and efficient response. The tools and capabilities within AVEVA Marine combine to create a much better controlled environment for the construction, maintenance and efficient recycling of ships at the end of their lives. Today's ship designs have a major impact on effective and environmentally safe recycling in the future N. T. Anildas, Managing Director of Conceptia Marketing Communications AVEVA Asia Pacific AVEVA PIPELINE | 2010 Issue 2 | Page 35