Page 20: of Maritime Reporter Magazine (December 2003)

Government Update organotins in waters and biological tis- sues by means of micro-liquid chro- matography-electrospray ion trap mass spectrometry. The EPA has severely restricted use of tributyltin compounds in the United States. Both California and Alaska have placed restrictions on use of organotin compounds. Various countries, including, but not limited to,

Canada, Sweden, the United Kingdom, the Netherlands, Japan, Hong Kong, and

Australia have also put restrictions in &

THEN

Since 1939 The industry. Toda;

THE a co

Call place. Companies worldwide have largely stopped producing and distribut- ing anti-fouling paint containing organ- otin compounds.

The result is that the AFS Convention has largely come into force de facto, if

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There are various implications of the banning of organotin compounds as anti-fouling agents that deserve consid- eration.

No equally effective alternative has yet been brought to market. The result is that ship owners and operators will pay more for new hull coatings that don't work as well and generally have to be renewed more frequently that the old coatings. The hulls of these ships will accumulate more fouling than before, with the result that the ships will have to use more fuel to maintain the same speed through the water - burning more fossil fuel and causing more air emis- sions.

A potentially more troublesome prob- lem relates to another environmental issue - nonindigenous species. While a great deal of attention has been devoted to the transport of nonindigenous species by means of ballast water, there is a growing body of evidence to show that species attach to and are transported on the exterior hull of ships and other water craft with equal effect. As those hulls become more susceptible to attach- ment by aquatic species, we may be trading one environmental problem for another - the law of unintended conse- quences.

Eventually, all the organotin com- pounds that have been applied to ship hulls over the years must be removed, either in shipyards during maintenance or in scrapping facilities. Care must be taken to prevent the re-introduction of these compounds into the environment.

The U.S. EPA, in its Ship Scrapping

Guide, notes the problem and provides some guidelines on measures that should be instituted to minimize this risk.

Potential problems for ship owners and operators, in addition to the added expenses noted above, relate to port state control inspections. For those ships where the old TBT-based coating is sealed, rather than removed, a port state control officer, on sufficient grounds, may conduct examinations.

This may include the taking of samples, which can be both time-consuming and expensive.

Unless the samples are taken properly and analyzed properly, the results may be misleading.

Analysis is complex and requires sophisticated equipment utilized by trained personnel. Only time will tell if the port state control regime is uniform, reasonable, and accurate.

The bottom line is — if your hull has been coated with TBT in the past - watch your bottom.

Maritime Reporter & Engineering News

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