On 26 June, the Hong Kong International Convention for the Safe and Environmentally Sound Recycling of Ships (HKC) finally enters into force, 16 years after its adoption. Ahead of time, around 115 of India’s 130 ship recycling yards are already HKC compliant following extensive upgrades and investment. As the convention enters into force, these yards must no longer be ignored on EU lists, nor in the public debate: these yards are what safe and sustainable ship recycling looks like. By Gudrun Janssens, BIMCO Regional & Regulatory Manager, Intergovernmental Engagement First published by Naftika Chronika of Greece For decades, the ship recycling industry has been widely considered as an industry associated with pollution and dangerous conditions for the workers that depend on the income, and rightly so. And while there is still much to be done throughout the yards of Southeast Asia, the entering into force of the HKC has the potential to change the face of ship recycling. Over the next decade BIMCO has estimated that over 15.000 ships will need to be recycled. This is more than double than the previous decade. As the HKC enters into force, to reach its full potential, conflicts between the HKC and the Basel Convention (BC) must be resolved, much more HKC compliant capacity is needed and so is the willingness of shipowners to use HKC compliant yards to support and fuel the business case. The Basel Convention – not meant for ship recycling The Hong Kong convention sets global standards for how end-of-life ships must be dismantled, and its scope extends beyond environmental considerations. The convention includes worker safety - an area not addressed by the BC - and acknowledges the continuous ownership of vessels throughout their lifecycle. Its entering into force represents the transformation of an industry that is facing its greatest tests and greatest opportunities in the history of ship recycling. The existing conflict between the HKC and the BC is one such test. The