Rethinking ships’ last voyages

Amsterdam recently welcomed an impressive parade of more than 800 ships for the outdoors expo Sail 2025. I attended the must-see event with my family, especially eager to tour the three and four-mast historical gems – some of which date back to 1854.

Tall masts and colourful flags from 24 different nations went gliding past a crowd of thousands gathered in the Netherlands’ capital. An estimated 2.5 million people came to celebrate centuries of maritime tradition, making Sail 2025 one Europe’s largest free public events.

My favourite vessels included two of the tallest on display: the ornate French ship Belem and NRP Sagres, which was once part of the Portuguese navy.I was also thrilled to encounter an actual pirate ship: Denmark’s cargo vessel Le Phoenix.

A collection of polished super yachts, modern military vessels (with helicopter decks) and dozens of small private boats racing each other made for an unforgettable experience.

Yet behind the romance of creaking decks, white sails and merry sailor songs lies a pressing question: what happens to today’s vessels when they reach the end of their lives?

Many hands

The answer is increasingly: big business. According to BBC Research, the global ship recycling market will be worth EUR 7.8 billion by the end of this year, on course to exceed EUR 11 billion by 2030. That’s a healthy 7.4% compound annual growth rate, powered by demand for scrap steel, an ageing fleet and tighter end-of-life regulations.

Most of the market is made up of general cargo ships, bulk carriers and container ships, which together account for about 60% of all recycling activity. Yet, despite growing international pressure for cleaner, safer dismantling, the reality is stark: over 90% of the global recycling volume still takes place in Bangladesh, India and Pakistan.

These yards remain dominant due to low labour costs and scrap-hungry steel industries. Breaking down a 40 000-tonne ship can take three months and the hands of 50 workers — a vivid reminder of the scale and intensity involved.

Green intentions

India’s Alang yard is the largest in the world, with the government planning to double national capacity. Bangladesh’s PHP Ship Breaking and Ratanpur Industries are expanding operations, while China is keeping more tonnage at home thanks to regulatory support and fleet modernisation.

Türkiye has emerged as Europe’s main ship recycling hub, with iZMiR Ship Recycling and Spot Shipping emphasising sustainability.

Newcomers are entering the field: Canada is planning fresh infrastructure, while Saudi Arabia wants facilities at Al Jubail, backed by Dutch start-up Wreckdock Vessel Recycling.

Germany got its first ‘green’ ship recycling facility in August. EWD Benli Recycling, in Emden, is leading the way. The company is now officially recognised as an EU approved ship recycler, allowed to dismantle seagoing vessels, inland waterway vessels, coasters, as well as passenger ships and ferries. In addition, it will be able to dismantle offshore wind turbines.

Meanwhile, industry sources claim Oman is building the Middle East’s first eco-friendly ship recycling plant. The new site will scrap up to 70 ships per year, producing around two million tonnes of high-quality low-carbon steel.

Inspired by a more robust and widely supported EU Ship Recycling Regulation and Hong Kong Convention, these developments indicate a positive legacy.