Harbour:

Harbour, a British spelling for harbor, is defined as to hide, protect or

hold on to.

The definition of a harbour is a place providing safety or shelter, or a

protected area in the water for anchoring boats

Berth:
a ship's allotted place at a wharf or dock.
"the vessel had left its berth"
Definition of berth
 (Entry 1 of 2)
1anautical  : sufficient distance for maneuvering a shipKeep a
clear berth of the shoals.
b: an amount of distance maintained for safetygive the fire a
wide berthgiving him a wide berth until he is in a better mood
2a: the place where a ship lies when at anchor or at a wharfwas
docked at her usual berth
b: a space for an automotive vehicle at rest

Jetty:
a landing stage or small pier at which boats can dock or be moored.
"Ben jumped ashore and tied the rowboat up to the small wooden jetty"
This article is about the ship repair and construction yard. For other uses, see Shipyard
(disambiguation).

Monaco Marine

Constanța Shipyard, Romania

Turku Repair Yard, Finland

A shipyard (also called a dockyard) is a place where ships are built and repaired. These can

be yachts, military vessels, cruise liners or other cargo or passenger ships. Dockyards are
sometimes more associated with maintenance and basing activities than shipyards, which are
sometimes associated more with initial construction. The terms are routinely used
interchangeably, in part because the evolution of dockyards and shipyards has often caused
them to change or merge roles.
Countries with large shipbuilding industries
include Australia, Brazil, China, Croatia, Denmark, Finland, France, Germany, India, Ireland, Italy
, Japan, the Netherlands, Norway, the Philippines, Poland, Romania, Russia, Singapore, South
Korea, Sweden, Taiwan, Ukraine, the United Kingdom, the United States and Vietnam. The
shipbuilding industry is more fragmented in Europe than in Asia where countries tend to have
fewer, larger companies. Many naval vessels are built or maintained in shipyards owned or
operated by the national government or navy.
Shipyards are constructed near the sea or tidal rivers to allow easy access for their ships.
The United Kingdom, for example, has shipyards on many of its rivers.
SHIP BREAKING:

Ship-breaking (also known as ship recycling, ship demolition, ship dismantling, or ship

cracking) is a type of ship disposal involving the breaking up of ships for either a source of parts,
which can be sold for re-use, or for the extraction of raw materials, chiefly scrap. Modern ships
have a lifespan of 25 to 30 years before corrosion, metal fatigue and a lack of parts render them
uneconomical to operate.[1] Ship-breaking allows the materials from the ship, especially steel, to
be recycled and made into new products. This lowers the demand for mined iron ore and
reduces energy use in the steelmaking process. Fixtures and other equipment on board the
vessels can also be reused. While ship-breaking is sustainable, there are concerns about the use
by poorer countries without stringent environmental legislation. It is also labour-intensive, and
considered one of the world's most dangerous industries. [2]
In 2012, roughly 1,250 ocean ships were broken down, and their average age was 26 years. [3][4] In
2013, the world total of demolished ships amounted to 29,052,000 tonnes, 92% of which were
demolished in Asia. As of January 2020, Alang Ship Breaking Yard (India) has the largest global
share at 30%;[5] followed by Chittagong Ship Breaking Yard (Bangladesh), China and Gadani
ship-breaking yard (Pakistan).[6]
The largest sources of ships are China, Greece, and Germany respectively, although there is a
greater variation in the source of carriers versus their disposal. [7] The ship-breaking yards of
India, Bangladesh, China and Pakistan employ 225,000 workers as well as providing many
indirect jobs. In Bangladesh, the recycled steel covers 20% of the country's needs and in India it
is almost 10%.[8]
As an alternative to ship-breaking, ships may be sunk to create artificial reefs after legally-
mandated removal of hazardous materials (though this does not recycle any materials), or sunk
in deep ocean waters. Storage is a viable temporary option, whether on land or afloat, though
most ships will be eventually scrapped, some will be sunk, or preserved as museums.

History
Wooden-hulled ships were simply set on fire or "conveniently sunk". In Tudor times (1485-1603),
ships were dismantled and the timber re-used. This procedure was no longer applicable with the
advent of metal-hulled boats[9] in the 19th century.
In 1880 Denny Brothers of Dumbarton used forgings made from scrap maritime steel in their
shipbuilding. Many other nations began to purchase British ships for scrap by the late-19th
century, including Germany, Italy, the Netherlands and Japan. The Italian industry started in
1892, and the Japanese industry after the passing of an 1896 law to subsidise native
shipbuilding.[9]
After suffering damage or disaster, liner operators did not want the name of a broken ship to
tarnish the brand of their passenger services. Many Victorian ships made their final voyages with
the final letter of their name chipped off.[9]
In the 1930s it became cheaper to "beach" a boat by running her ashore - as opposed to using a
dry dock. The ship would have to weigh as little as possible and would run ashore at full speed.
Dismantling operations required a 10 feet (3.0 m) rise of tide and close proximity to a steel-
works. Electric shears, a wrecking ball and oxy-acetylene torches were used. The technique of
the time closely resembles that used in developing countries as of 2020. Thos. W. Ward Ltd.,
one of the largest breakers in the United Kingdom in the 1930s, would recondition and sell all
furniture and machinery. Many historical artifacts were sold at public auctions: the
Cunarder RMS Mauretania, sold as scrap for GB£78,000, received high bids for her fittings
worldwide. However, any weapons and military information, even if obsolete, were carefully
removed[by 

Location trends[edit]
Until the late-20th century the majority of ship-breaking activity took place in the port cities
of industrialized countries such as the United Kingdom and the United States. As of 2020 those
dismantlers that still remain in the United States work primarily on government-surplus vessels.
[citation needed]

Starting in the mid-20th century, East Asian countries with lower labor costs began to dominate
ship-breaking. As labor costs rose, centres of the ship-breaking industry moved - initially from
countries such as Japan and Hong Kong to Korea and Taiwan and then to China. For example,
the southern port city of Kaohsiung in Taiwan operated as the world's leading dismantling site in
the late 1960s and 1970s, breaking up 220 ships totaling 1.6 million tons in 1972 alone;[11] in 1977
Taiwan continued to dominate the industry with more than half the market share, followed by
Spain and Pakistan. At the time, Bangladesh had no capacity at all. However, the sector is
volatile and fluctuates wildly, and Taiwan processed just 2 ships 13 years later as wages across
East Asia rose.[12][13] For comparison, depending on their profession, shipbreakers in Kaohsiung
earned from NT$40 (day laborer) to NT$180 (torch operator) per day in 1973.[11]
In 1960, after a severe cyclone, the Greek ship M D Alpine was stranded on the shores
of Sitakunda, Chittagong (then part of East Pakistan). It could not be re-floated and so remained
there for several years. In 1965 the Chittagong Steel House bought the ship and had it scrapped.
It took years to scrap the vessel, but the work gave birth to the industry in Bangladesh. Until 1980
the Gadani ship-breaking yard of Pakistan was the largest ship-breaking yard in the world.[citation
needed]

Tightening environmental regulations resulted in increased hazardous waste disposal costs in

industrialised countries in the 1980s, causing the export of retired ships to lower-income areas,
chiefly in South Asia. This, in turn, created a far worse environmental problem, subsequently
leading to the Basel Convention of 1989. In 2004 a Basel Convention decision officially classified
old ships as "toxic waste", preventing them from leaving a country without the permission of the
importing state.[14] This has led to a resurgence of recycling in environmentally-compliant
locations in developed countries, especially in former ship-building yards. [15]
On 31 December 2005 the French Navy's Clemenceau left Toulon to be dismantled
in Alang, India - despite protests over improper disposal capabilities and facilities for the toxic
wastes. On 6 January 2006 the Supreme Court of India temporarily denied access to Alang,
[16]
 and the French Conseil d'État ordered Clemenceau to return to French waters.[17] Able UK in
Hartlepool received a new disassembly contract to use accepted practices in scrapping the ship.
[18][19]
 The dismantling started on 18 November 2009 and the break-up was completed by the end
of 2010; the event was considered a turning point in the treatment of redundant vessels. [18][failed
verification]
 Europe and the United States have had a resurgence in ship scrapping since the 1990s. [20]
In 2009 the Bangladesh Environmental Lawyers Association won a legal case prohibiting all
substandard ship-breaking. For 14 months the industry could not import ships and thousands of
jobs were lost before the ban was annulled.[21][need quotation to verify] That same year, the global
recession and lower demand for goods led to an increase in the supply of ships for
decommissioning. The rate of scrapping is inversely correlated to the freight price, which
collapsed in 2009.[22]

Technique
The decommissioning process is entirely different in developed countries than it is in third world
countries. In both cases, ship-breakers bid for the ship, and the highest bidder wins the contract.
[23]
 The ship-breaker then acquires the vessel from the international broker who deals in outdated
ships.[24] The price paid is around $400 per tonne and the poorer the environmental legislation the
higher the price.[25][26] The purchase of water-craft makes up 69% of the income earned by the
industry in Bangladesh, versus 2% for labour costs.[12] The ship is taken to the decommissioning
location either under its own power or with the use of tugs. [13]

Developing countries
In developing countries, chiefly the Indian subcontinent, ships are run ashore on gently sloping
sand tidal beaches at high tide so that they can be accessed for disassembly. In the beaching
method, no external source of energy is used to pull the ship, as opposed to the dry dock method
of ship recycling where a ship is brought inside dry dock by consuming huge energy. [27] However,
maneuvering a large ship onto a beach at high speed takes skill and daring even for a specialist
captain, and is not always successful.[28] Next, the anchor is dropped to steady the ship and the
engine is shut down.[29] It takes 50 labourers about three months to break down a normal-sized
cargo vessel of about 40,000 tonnes.[24]
Before the decommissioning begins, various clearances and permissions are obtained from
regulatory, pollution, and customs authorities after a thorough inspection is conducted by them.
The ship recycling process then begins with the draining of fuel, hydraulic fluid, coolant,
lubricating oils and firefighting liquid. Any kind of waste such as plastic, garbage, or oily sand is
sent to waste treatment facilities, like the Common Hazardous Waste Treatment Storage
Disposal Facility (CHW-TSDF) set up by the Gujarat Maritime Board in Alang. Any usable oil is
sent to government authorized refineries where used oil is chemically treated. The next steps
entail recovering unused and partially spent materials, disposal of bilge water, recovering and
obtaining reusable materials, and safe disposal of bio-hazardous materials
like asbestos and glass wool. Each of these materials are inspected and sent to regulated waste
treatment facilities or to buyers for further use and processing. [30]
In recycling yards in the Indian subcontinent, specifically in Alang, upgraded facilities such as
100% impervious floors with drainage systems, heavy lift cranes, yard and vessel-specific
training for workers, and the development and implementation of Ship Recycling Facility Plans
and Ship Recycling Plans (as per IMO’s guidelines in Resolutions MEPC.210(63) and
MEPC.196(62)) have been implemented.[31]

List of ship-breaking yards[edit]

The following are some of world's largest ship-breaking yards:[23]

Bangladesh[edit]
 Chittagong Ship Breaking Yard at Chittagong
Belgium[edit]
 Galloo, Ghent, formerly Van Heyghen Recycling[75]
China[edit]
 Changjiang Ship Breaking yard, located in Jiangyin, China
India[edit]
As of January 2020, India has a 30% share of ship breaking. Once India passes the planned
"Recycling of Ships Act, 2019" which ratifies the Hong Kong International Convention for the safe
and environmentally sound recycling of ships, ships that are currently not coming for breaking to
India from the treaty nations of USA, Europe, and Japan will begin arriving in India, thus doubling
its global share of ship breaking to 60%. This will also double India's annual ship breaking
revenue to US$2.2 billion.[5]

 Alang Ship Recycling Yard

 Alang-Sosiya Ship Breaking Yard, world's largest ship breaking yard.[5]
 Steel Industrials Kerala Limited
Pakistan[edit]
 Gadani Ship Breaking yard

Turkey[edit]
 Aliağa Ship Breaking Yard, at Aliağa
United Kingdom[edit]
 Able UK, Graythorpe Dock, Teesside[32]
United States[edit]
 SteelCoast, Brownsville, Texas
 International Shipbreaking, Brownsville, Texas
 Mare Island Dry Docks, Vallejo, California

List of ship breaking yards

SUEZ
CANAL
The Suez Canal (Arabic: ‫ْس‬ِ ‫ َق َناةُ ٱلس َُّوي‬, Qanātu as-Suways) is an artificial sea-
level waterway in Egypt, connecting the Mediterranean Sea to the Red Sea through the Isthmus
of Suez and dividing Africa and Asia. The canal is part of the Silk Road that connects Europe
with Asia.
In 1858, Ferdinand de Lesseps formed the Suez Canal Company for the express purpose of
building the canal. Construction of the canal lasted from 1859 to 1869. The canal officially
opened on 17 November 1869. It offers vessels a direct route between the North Atlantic and
northern Indian oceans via the Mediterranean Sea and the Red Sea, avoiding the South Atlantic
and southern Indian oceans and reducing the journey distance from the Arabian Sea to London
by approximately 8,900 kilometres (5,500 mi), or 10 days at 20 knots (37 km/h; 23 mph) to 8
days at 24 knots (44 km/h; 28 mph).[1] The canal extends from the northern terminus of Port
Said to the southern terminus of Port Tewfik at the city of Suez. Its length is 193.30 km
(120.11 mi) including its northern and southern access-channels. In 2020, more than 18,500
vessels traversed the canal (an average of 51.5 per day). [2][needs update]
The original canal featured a single-lane waterway with passing locations in the Ballah Bypass
and the Great Bitter Lake.[3] It contained, according to Alois Negrelli's plans, no lock systems, with
seawater flowing freely through it. In general, the water in the canal north of the Bitter Lakes
flows north in winter and south in summer. South of the lakes, the current changes with
the tide at Suez.[4]
While the canal was the property of the Egyptian government, European shareholders, mostly
British and French, owned the concessionary company which operated it until July 1956, when
President Gamal Abdel Nasser nationalized it—an event which led to the Suez Crisis of
October–November 1956.[5] The canal is operated and maintained by the state-owned Suez
Canal Authority[6] (SCA) of Egypt. Under the Convention of Constantinople, it may be used "in
time of war as in time of peace, by every vessel of commerce or of war, without distinction of
flag."[7] Nevertheless, the canal has played an important military strategic role as a naval short-cut
and choke point. Navies with coastlines and bases on both the Mediterranean Sea and the Red
Sea (Egypt and Israel) have a particular interest in the Suez Canal. After Egypt closed the Suez
canal at the beginning of the Six-Day War on 5 June 1967, the canal remained closed for
precisely eight years, reopening on 5 June 1975. [8]
The Egyptian government launched construction in 2014 to expand and widen the Ballah Bypass
for 35 km (22 mi) to speed up the canal's transit-time. The expansion intended to nearly double
the capacity of the Suez Canal, from 49 to 97 ships per day. [9] At a cost of 59.4 billion Egyptian
pounds (US$9bn), this project was funded with interest-bearing investment certificates issued
exclusively to Egyptian entities and individuals. The "New Suez Canal", as the expansion was
dubbed, was opened in a ceremony on 6 August 2015. [10]
The Suez Canal Authority officially opened the new side channel in 2016. This side channel,
located at the northern side of the east extension of the Suez Canal, serves the East Terminal for
berthing and unberthing vessels from the terminal. As the East Container Terminal is located on
the Canal itself, before the construction of the new side channel it was not possible to berth or
unberth vessels at the terminal while a convoy was running. [11]
Panama Canal
The Panama Canal (Spanish: Canal de Panamá) is an artificial 82 km (51 mi) waterway
in Panama that connects the Atlantic Ocean with the Pacific Ocean and divides North and South
America. The canal cuts across the Isthmus of Panama and is a conduit for maritime trade. One
of the largest and most difficult engineering projects ever undertaken, the Panama Canal
shortcut greatly reduces the time for ships to travel between the Atlantic and Pacific oceans,
enabling them to avoid the lengthy, hazardous Cape Horn route around the southernmost tip of
South America via the Drake Passage or Strait of Magellan and the even less popular route
through the Arctic Archipelago and the Bering Strait.
Colombia, France, and later the United States controlled the territory surrounding the canal
during construction. France began work on the canal in 1881, but stopped because of lack of
investors' confidence due to engineering problems and a high worker mortality rate. The United
States took over the project on May 4, 1904, and opened the canal on August 15, 1914. The US
continued to control the canal and surrounding Panama Canal Zone until the 1977 Torrijos–
Carter Treaties provided for handover to Panama. After a period of joint American–Panamanian
control, the canal was taken over by the Panamanian government in 1999. It is now managed
and operated by the government-owned Panama Canal Authority.
Canal locks at each end lift ships up to Gatun Lake, an artificial lake created to reduce the
amount of excavation work required for the canal, 26 m (85 ft) above sea level, and then lower
the ships at the other end. The original locks are 33.5 m (110 ft) wide. A third, wider lane of
locks was constructed between September 2007 and May 2016. The expanded waterway began
commercial operation on June 26, 2016. The new locks allow transit of larger, New
Panamax ships.[1]
Annual traffic has risen from about 1,000 ships in 1914, when the canal opened, to 14,702
vessels in 2008, for a total of 333.7 million Panama Canal/Universal Measurement System
(PC/UMS) tons. By 2012, more than 815,000 vessels had passed through the canal. [2] In 2017 it
took ships an average of 11.38 hours to pass between the canal's two locks. [3] The American
Society of Civil Engineers has ranked the Panama Canal one of the seven wonders of the
modern world.[4]