Page 15: of Maritime Reporter Magazine (May 1995)

asking industry how practical a measure it was." In theory, the di- rective should greatly simplify the process of bringing products to the market in accordance with the needs of the shipping industry across Eu- rope — a principle which has been welcomed by the marine coatings industry. It is the wording of the proposal, however, that has gone awry.

Jotun, a pioneer of TBT-free antifoulings, along with Interna- tional, has taken environmental fac- tors to heart with the development of its TBT-free Seaguardian prod- uct but, nevertheless, Marketing

Manager Linda Diamond points out: "A number of our larger cus- tomers requiring five years fouling free sailing periods have now switched back from tin-free to the

TBT type self-polishing antifoulings and would certainly continue along this route until a tin-free product guaranteeing the same type of pro- tection is available." She also ques- tions the true environmental ben- efit of a TBT ban: "When consider- ing the environment there are a number of factors to be taken into account. Since the introduction of self-polishing antifoulings, the TBT content has been reduced. As tin- free antifoulings remain less effec- tive than tin-bearing products over longer sailing periods, users must be prepared to accept shorter drydocking intervals or possible fouling and a rougher hull. Then it is relevant to ask whether the envi- ronment is better served by greater fuel consumption than the release of minute quantities of biodegrad- able TBT compounds into the oceans."

Marine coatings manufacturers are strongly petitioning for amend- ments. The Marine Painting Fo- rum (a 20-member strong group of shipyards, contractors, manufactur- ers, etc.) is urgently attempting to clarify the situation, and the SSA has participated in discussion of the directive and its likely effects within the Association of West Eu- ropean Shipbuilders Group on

Shiprepair and also within the

Board of the Committee of EU Ship- builder Associations (CESA).

Concerns have further been raised with the industry Director- ate (DGIII) in the European Com- mission and with individual mem- ber states.

J. Ventura de Sousa, director of Portugal's Lisnave, one of

Europe's foremost ship repairers, acting in his capacity as a member of the Transport Working Group of the Association of Portuguese Ship- yards, has written to the president of UNICE (Union of Industrial and

Employers Confederation of Eu- rope) to ask that the matter be added to the agenda of the next annual OECD hearing of interna- tional governmental and profes- sional organizations. He expresses his concern: "Unless modifications are made, the directive will cause drastic losses of business and possi- bly closure of some European yards, mainly those which are devoted to the building and repair of high- tonnage vessels."

Changes at Malta Drydocks

May, 1995 Circle 202 on Reader Service Card 17

With a healthy repair and conver- sion orderbook extending beyond the summer and every one of its seven large drydocks occupied, Malta

Drydocks has managed to instantly expand its facilities. This has been achieved by absorbing neighboring

Malta Shipbuilding Company and its two drydocks capable of accept- ing vessels up to 120,000 dwt.

Sammy Meilaq, chairman of

Malta Drydocks, told MR I EN on a recent visit to the yard that the merger, which was agreed upon late last year, is taking place gradually.

He confirmed that shipbuilding ac- tivities will continue but with a greater concentration on smaller vessels such as tugs, supply and support vessels, specialized steel workboats, small product carriers, crane barges and pontoons.

Located on the adjacent Marsa

Creek of capital Valletta's Grand

Circle 210 on Reader Service Card

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