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Pete North @PeteNorth303
, 14 tweets, 4 min read Read on Twitter
The Hong Kong Convention was adopted on 15 May 2009 under the auspices of the International Maritime Organization. It's taken them this long to implement it.
It's worth a quick look at the actual regulation. IMO, ILO, OECD feature heavily and is mostly based on the HKC enforced under Paris MoU and to SOLAS regime. The EU is a rule taker.

eur-lex.europa.eu/legal-content/…
But this is also why it's completely stupid to get worked up about non-regression clauses in the withdrawal agreement in that we will be signatories in our own right to things like SOLAS, Basel Convention, HKC, Paris MoU etc and will implement laws to that effect.
This is the reality Brexiters (and remainers) have yet to confront: the double coffin lid. There's a universe of regulation above the EU which demolishes Brexiter deregulation fantasies. Also dispenses with the remain notion that Brussels is the centre of the regulatory universe.
This particular regulation, though, is an example of how the EU diverts trade away from EU. The zeal and stringency only works if you have global cooperation and enforcement, which there isn't - which is why we still see outrageous abuses in India.
worldmaritimenews.com/archives/26280…
So while the EU can claim to have cleaned up its act, globally it makes matters worse as global operators shop around for jurisdictions. The EU can apply soft power, but the world now looks to China because there are fewer strings attached.
We already have tight rules on ship breaking which is why the Hartlepool ghost fleet sat there rotting for more ten years. This could have been developed into a major european shipbreaking centre.

bbc.co.uk/news/uk-englan…
But no, we send our ships out of the EU for scrapping.

dailymail.co.uk/news/article-2…
Yet even in the early 80s we were still dismantling massive ships in Inverkeithing. If memory serves the Amazon class frigates were scrapped there in 86. No reason why the UK should not work to develop sustainable ship breaking.
The EU prefers to send ships for breaking to Turkey rather than India and Bangladesh on account of marginally better safety and standards, but in the end the difference is slight. Still a massively polluting dangerous business.

worldmaritimenews.com/archives/22013…
This, though, is a fascinating subject to look at because there is a turf war between the International Maritime Organisation and the EU on shipping regulation, and the EU is not a popular or welcome influence. Often seen as undermining multilateral approaches.
Yet again it demonstrates how regulatory systems end up in competition with each other - and shows how the EU can throw its weight around which is why we will not necessarily gain from deregulation. It also shows why tariffs are comparatively an unimportant feature of the debate.
On that score, it's a mistake to think that Brexit leaves us voiceless. We have a freer hand in our interactions in the IMO upon which EU rules are based. Some say the UK will have "More freedom, more influence, and more support for its views"

peterjnorth.blogspot.com/2016/09/more-f…
Most industry bodies have been outright hostile to Brexit, but that is certainly not the case with @ukshipping - not least because it is a truly global sector and despite Brexit, the UK will continue to be influential in maritime affairs.
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