## 4 Discussion  
As mentioned previously, SCCPs with a chlorine content greater than 48% by weight were listed under Annex A of the Stockholm Convention on POPs. In addition, a threshold of 1% by weight was established for the presence of SCCPs in other CP mixtures. Consequently, CPs with SCCP content greater than 1% are also classified as POPs [8]. The inclusion of SCCPs in Annex A of the Stockholm Convention in 2017 led to significant regulatory restrictions and phase-outs in many regions: EU countries, Japan, Russia, and the United States. However, ongoing production and/or usage persisted in certain developing countries, notably China, India, and Brazil. While precise data for India are lacking, several Indian manufacturers have continued to produce and market SCCP-containing products. Brazil, despite ceasing domestic production in 1994, has remained a significant importer of technical-grade CPs, which often contain SCCPs [12]. Specifically, SCCPs have been listed with a wide range of specific exemptions for production and use: additives in the production of transmission belts in the natural and synthetic rubber industry, spare parts of rubber conveyor belts in the mining and forestry industries, leather industry, in particular fat liquoring in leather, lubricant additives, in particular for engines of automobiles, electric generators and wind power facilities, and for drilling in oil and gas exploration, petroleum refinery to produce diesel oil, tubes for outdoor decoration bulbs, waterproofing and fire-retardant paints, adhesives, metal processing, secondary plasticizers in flexible polyvinyl chloride, except in toys and children's products [8]. As of 18 December 2023, there are no longer any parties registered for specific exemptions for the production and use of SCCPs [84]. However, many products and materials with significant SCCP content are in use. Therefore, it can be expected that contamination resulting from the use of products and end-of-life management, including leaching from landfills and waste recycling, will likely continue well into the future due to the long service life of many products and the lack of environmentally sound waste management [85]. This is particularly important for ship dismantling due to the slow turnover of fleets and the current lack of capacity to recycle products in an environmentally sound manner. Table 1 presents materials and products containing SCCPs that can be found onboard ships. As shown in the previous section, research conducted in areas where ships are dismantled unsafely has demonstrated that insufficient public awareness of the risks, limited scientific investigation into the problem, weak legislative controls, and an inadequate capacity for environmentally sound recycling practices have contributed to the release of many hazardous materials into the environment. As of 30 September 2024, there are 24 contracting states of the Hong Kong Convention, including Pakistan, Bangladesh, India, and Turkey, meaning that among the five main ship recycling countries, only China has not yet ratified it [87]. Since ratification, Bangladesh, Pakistan, and India have begun the process of improving their ship recycling practices. Unfortunately, it seems that although some positive changes in the industry have been made, significant challenges remain in addressing labor rights and environmental compliance [88]. For example, six of twelve injured workers died after an explosion that occurred in September 2024 at a facility that received a Statement of Compliance with the Hong Kong Convention [88]. Additionally, the Hong Convention lacks specific regulations for hazardous waste management, relying solely on compliance with national rules, and it permits the practice of beaching ships. The EU SRR explicitly forbids open beaching, requiring that EU-flagged vessels exceeding 500 gross tons are recycled at safe and environmentally sound ship recycling facilities included on the European List.