By 2020, the Port of Ilwaco could be home to a new shipbreaking facility that would specialize in dismantling and disposing of derelict vessels. In the recently-approved supplemental budget, the Legislature committed $950,000 for the derelict vessel facility and other work in the port. The investment includes $600,000 for building an enclosed deconstruction facility, $250,000 to replace the port’s stormwater system and $100,000 for paving and regrading work that will help protect water quality.
Taking place at RAI Amsterdam on Monday 16 November, speakers and panellists at the conference will present their experiences and lead debates on the subject of End-of-Life Boats (ELBs) and how their growing numbers can be practically dealt with in the coming years.
More recently a study carried out by ICOMIA (The International Council of Marine Industry Associations) has estimated that there are more than 6 million recreational craft in Europe alone. This also revealed that historically, disposal methods have been crude, and generally involve chopping up composite structures and reducing them to fragments that can be sent to landfill, which is considered unsustainable in the long run. So again, recycling is the only realistic option for the future…
Most people think of reclaimed wood from old barns and schoolhouses. Our story was born in 2004 down at the shipyard, with a lot of grit and a couple of friends’ idea to rescue some really amazing wood from winding up in a landfill. Wood from far off ports arrives daily as shipping pallets and crates, but it’s extremely difficult to recycle. Through years of trial and error we pioneered a method for up-cycling these dockside discards into products with lasting value.
This video explains the why, how and what we do to make the most of every stick of wood we reclaim.
The Washington State Department of Ecology (DOE) has finalized their vessel deconstruction general permit, which allows businesses and boat owners to deconstruct older vessels that are still in the water.
The New Concordia Island Contest winners, Alexander Laing and Francesco Matteo Belfiore, propose slicing the section of the Italian cruise ship that crashed in January of 2012 and planting a garden in the resulting voids, leaving the lower, still-submerged areas as habitat zones.
If you didn’t know any better, you’d be hard pushed to imagine that the mangy old hull minus a bow or stern attached lying around one corner of Gordie Nash’s workshop, along with a cabin in another corner and a myriad other parts strewn around would eventually become a competitive racing boat.
It was 2002 and Nash had bought a boat that was otherwise headed for the dumpster. Its main bulkhead was rotten and to replace it would be more than the value of the boat, which gave Nash the opportunity to buy it for a steal. Replacing the main bulkhead wasn’t a problem because he planned to move and change it anyway.
Nash, who lives in Sausalito, spent some four years reviving the
Sausalito boat builder and sailor Gordie Nash inspects the bow of his boat Arcadia on Thursday, Nov. 1, 2012, in Sausalito, Calif. He saved the old boat from the dumpster and completely rebuilt it as a modern race boat. (IJ photo/Frankie Frost) Frankie Frost
boat, a Santana 27, which he renamed Arcadia. While rebuilding an old boat was an affordable way for Nash to own a competitive racing boat built to his needs, he also wanted to show that old boats with a good hull can be made into modern racing boats.
“Most of the time when we talk about rebuilding a boat, we’re talking about wood boats,” Nash explained. “Rebuilding a wood boat is to return it to its original configuration. However, fiberglass boats can be more easily modified in their hull shape, cockpit, decks, interior — you’re not stuck with the frames like an original wood boat.”
When a boat gets to 50 years old or even before that, whether fiberglass or wood, it needs major work. Bird Boats, for example, are wooden boats that are 80-plus years old now being restored to their original form.
“They’re great boats — they need to be saved, rescued and rebuilt,” Nash said. “We can do the same thing with a fiberglass boat that can be improved upon without the stigma of destroying its tradition.”
Nash’s criteria for remodeling an old boat included a good hull shape and a keel that could be unbolted. Gary Mull was a Bay Area boat designer whose concepts appealed to Nash and it was a Mull design (the Santana 27) that Nash chose for his “recycle” project.
“Mull was really designing boats that sailed well,” Nash said. “A lot of people think that you can’t change things — the way that a boat is designed is the way it is — but Gary was more open-minded.”
Long before he got stuck into the Arcadia project, Nash shared his ideas for remodeling the hull shape and modernizing the rig of a Santana 27 with Mull. Nash recalls Mull drew his own idea for a modernized Santana 27 on a placement over lunch one day.
“I took his idea and concept which were similar to mine and got started,” Nash said.
Rebuilding included a plumb bow, adding a sugar scoop transom to extend the waterline length and a lifting bulb keel.
Another goal was to ensure Nash and his wife Ruth could double-hand the boat so during reconstruction, Nash put a box in the cockpit for Ruth to stand on to try out different winch positions and heights in relation to her size, as well as to set the tiller up so he could drive as well as run main and backstay with ease.
Six years down the road, he’s still pleased with the result although he agrees that you can always do a second one better. Nash rebuilt a lot of the parts on Arcadia several times to perfect it.
“The first year we sailed the boat we broke stuff,” Nash, 63, said. “Some races we didn’t finish and others we limped across the finish thinking, ‘got to change that’ and the list grew at the end of the race.”
Arcadia won’t plane like ultra light boats so there’s no real reason to increase her sail area, said Nash, but it has enough to perform well in moderate conditions — 10-14 knots — which is where its hull shape best performs, borne out by Nash’s consistent racing success. By year-end he’ll have sailed 32 races on Arcadia, scoring about second in class based on average per race. Not bad for an old boat.
Local sailor David Bacci from Sebastopol has also recycled old racing boats to get exactly what he wants in a boat — performance with as few crew as possible. He concurs with Nash that finding the right hull is key. Bacci’s latest project is an Express 27, which he bought as an unused hull that had purportedly been kicking around the Bay area for some 30 years.
“Fiberglass boats are lasting a lot longer than people thought,” Bacci said. “It’s cheaper to use something existing if you use the right hull — modify a good hull with a new keel and rudder, you have a new boat.”
Nash’s advice on recycling an old boat, “Pick a boat and know how much money you want to spend. Each boat I looked at was an opportunity for a dollar. Fiberglass boats sitting out there are available because they don’t look modern. They’re well built and already structurally sound. Make them into what you want.”
Using recycled sails collected from sailors and sailing communities around the world, Sea Bags designs and manufactures bags, totes and accessories in Maine, on Portland’s working waterfront. From the best-selling classic Navy Anchor Tote to fresh new designs, Sea Bags offers retired sails another life by turning them into handmade one-of-a-kind nautical-inspired pieces.
Back on board at Chambers yard, the ship cutters remove everything of value — the furniture, the plumbing, the fixtures, the lighting — and sell it. A shopper can get some good deals — if theyre open to a nautical theme.
This fall, the U.S. Navy will contract three Cold War-era aircraft carriers — the USS Forrestal, the USS Independence and the USS Constellation — for scrapping. Often called “supercarriers” due to their massive size, each ship contains nearly 60,000 tons of steel and other metal.
All three carriers will be sent to Bay Bridge Texas, LLC, a ship recycling firm near Brownsville, Texas, to be ripped apart.
Tearing up big ships can be a very lucrative business. It’s also a messy one. Walk inside a ship that’s being scrapped, and you’ll find one of the nastiest places imaginable: filthy and rusty, with everything that’s poisonous and salvageable torn out.
If it’s rained, everything’s all wet, too. Brush up against a bulkhead and you can kiss a white shirt goodbye.
But if you’re a ship cutter, this is your office, and your cutting torch, your music to work by. Sixty welders are employed here at Bay Bridge Texas so far, but even more will be hired soon.
Bay Bridge Texas is the nation’s newest ship recycling yard, says senior vice president Barry Chambers. The company, backed by Indian investors with deep pockets, just moved from to Brownsville from Chesapeake, Va.
The deepwater Port of Brownsville lies inland at the end of a 17-mile channel connecting to the Gulf of Mexico. The long channel provides unparalleled protection from hurricanes and tropical storms.
An tanker ship waiting to be recycled. Even ships that appear to be in good working condition are valuable as scrap metal.
In the last two decades, this landlocked city has become the center of the U.S. ship recycling industry. Five of the nation’s eight recycling companies are here. It’s like Home Depot locating right next to Lowe’s and Ace Hardware.
Chambers says the infrastructure, the deep water channel and the weather all make the Texas city particularly attractive for his company. But building the yard, he says, still required plenty of work.
“This land did not look like this,” Chambers says. “I put in 175,000 cubic yards of fill, leveled and compacted it.”
Now, the yard’s piers are built to handle ships as large as air craft carriers. The pilings, made of steel cores, sink 60-feet deep.
From a distance, the tanker ship at the dock looks as though giant Post-It notes have been slapped onto the hull. But those squares are actually holes; the ship’s been turned into Swiss cheese for ventilation and light.
Sergio Cazeres, who’s been cutting ships since 1992, says the first cuts are made in the side of the ship. “In the hulls, we make cuts so the air can flow in,” he says. “If it’s too hot then we provide fans.”
Recycled ships are typically scrapped from the top down and from front to back. As the steel is harvested, the bow lightens, and powerful winches begin to pull the ship out of the water and up a ramp.
Large white air bags, supporting 250 tons of weight, are rolled underneath.
Dont count on seeing those category five whitewater rapids in the Cuyahoga River this summer. But theres a good chance youll be riding them next year.
Deconstruction of the Samira and Sheraton dams on the Cuyahoga River will begin right after the city’s bicentennial celebration, said city engineer Tony Demasi. If all goes well, the dams could be down by Dec. 1.
“A lot of work that we’re going to be doing is going to be behind the scenes,” Demasi said. “Designs need to be finalized and permits need to be approved before the Army Corps of Engineers and the contractors can start work on the river. We may not see any construction until September or October.”
Previous delays and a lawsuit brought by Beaver Falls Excavation have stalled the process to remove the nearly 100-year-old dams and restore the Cuyahoga River. The project is paid for with a $1 million grant from the Northeast Ohio Regional Sewage District through the Ohio Environmental Protection Agency.
Read the entire article via Samira and Sheraton Dam Deconstruction Begins After Bicentennial – Cuyahoga Falls, OH Patch.
Conservation groups argue that the ghost ships should instead be recycled at a ship-breaking facility. Concerns about the long-lasting effects of toxic pollutants onboard the ships spurred a lawsuit by those groups to force the Environmental Protection Agency to better catalog and regulate Sinkex. The case, filed in U.S. District Court in San Francisco, is ongoing.
PEARL HARBOR, Hawaii—The U.S. Navy is resuming its practice of using old warships for target practice and sinking them in U.S. coastal waters after a nearly two-year moratorium spurred by environmental and cost concerns.
Later this month, three inactive vessels—Kilauea, Niagara Falls and Concord—will be sent to a watery grave off Hawaii by torpedoes, bombs and other ordnance during the Rim of the Pacific naval exercises, or RIMPAC.
The military quietly lifted the moratorium on Sinkex, short for sinking exercise, last year after a review of the requirements, costs, benefits and environmental impacts of the program, the Navy said in a statement to The Associated Press.
It will be the first time since 2010 the Navy has used target practice to dispose of an old ship. Previous targets have ranged from small vessels to aircraft carriers such as the USS America, which was more than three football fields long.
read the entire article via Navy to resume sinking old ships in US waters – San Jose Mercury News.
In the two years since the Dillsboro Dam was torn down, the Tuckasegee River has become home to a growing number of aquatic species, from mussels to insects to fish, as natural river habitat has been restored.
“We’re certainly glad that it’s gone,” U.S. Fish & Wildlife Service biologist Mark Cantrell said last week. “The response was immediate.”
Duke Energy demolished the 12-foot high, 310-foot long dam in February 2010 as environmental mitigation for several other larger dams it operates in the region. Jackson County battled for seven years to keep the dam. It wanted to make the dam a centerpiece of a new public park and promenade, complete with walking paths, benches, fishing areas and river access. Plus, the county argued the dam was historically important to the community.
Duke, however, succeeded in removing the small and ancient dam as compensation for using the Tuck in its lucrative hydropower operations, which net the utility millions annually.
Duke’s contention that the river would be better off environmentally without the Dillsboro dam does seem to have come true, according to Cantrell.
“What we’re seeing now is the rebirth of that section of river and a confirmation of the decision to remove it. There’s no question about it — if you are an angler, boater, fish or bug, the Tuckasegee River is better with the Dillsboro Dam removed,” he said.
Jackson County trout fisherman Craig Green said that he supported the removal of the dam and has been happy to see the river return to its natural free-flowing state.
“Recovery is a strange word — it wasn’t that things were bad, but clearly the dam removal has enhanced the flow for the fish to move back and forth,” said Green, who is a past president of the Watershed Association of the Tuckasegee River.
Read the entire article via Tuckasegee River revival: Demolition of Dillsboro dam restores aquatic life.