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CQD Journal for the Maritime Environment Industry Volume 4, #6 - December 1998, Copyright Miller Associates, Inc. |
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The Tributyltin Debate - Two perspectives |
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FROM THE EDITOR - Special Issue Dear Clients and Friends; The topic of tributyltin (TBT) is such a
hot topic we wanted out readers to know about it before the new year. Presented are two perspectives on TBT. Our best wishes for a very happy holiday season and a prosperous new year to all! Chris Swanson Related Links: for more information see our article prepared with Hillary Mayell of Environmental News Network: |
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The Tributyltin Debate - Two perspectives Agency to ban widely used paint - Anti-fouling material declared foul - Hull-protecting chemical
found to do harm to marine life that does no damage to ships Fearing environmental effects, the Marine Environment Protection Committee (MEPC) of the International Maritime Organization (IMO) voted for a ban on the use
of anti-fouling boat bottom paint containing tributyltin. MEPC wants ships to cease application of the paint by Jan. 1, 2003 and a complete ban on the presence of tributyltin in marine paint by Jan. 1, 2008. The
committee's urge towards a global ban will be put before IMO's General Assembly at the 21st Assembly meeting in 1999. Toxic anti-fouling paints containing tributyltin or TBT are a highly controversial topic in the maritime
environment. Ship owners use anti-fouling paints to protect ships hulls from encrusting with biological organisms. Since post World War II, TBT based paint has become the most popular technology, simply because it is
the most effective. Analysts expect seventy percent of the world's fleet uses TBT based anti-fouling paint to protect hulls. Because it is so effective, ships can last up to five years before requiring a hull cleaning. Wow! You can win free iphone
The problem is TBT and other organotin based paints have also been found to cause severe environmental damage to non target organisms, i.e. marine species that do not foul ship hulls. TBT has been demonstrated to retard
reproduction in snail species and thicken the shells of certain oyster species making them commercially worthless. Evidence against TBT use led most industrialized nations to ban organotin based anti-fouling paints on all
vessels under 25 meters long. |
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A Global Ban Recently the controversy has focused upon whether or not a total TBT ban on all vessels is justified. Groups set up by IMO presented findings on TBT
anti-fouling paint's effect on the marine environment at the MEPC meeting last November 2nd to 6th. Based on those findings, the MEPC of IMO felt a worldwide total ban is required. The MEPC's request is likely to have some
influence on the shipping nations of the world. Should it be adopted in resolution form by the International Maritime Organization General Assembly next year, member nations will have to ratify to adopt, a lengthy
process. However, IMO provides marine environmental guidance to the world's fleet. They issue recommendations and resolutions that influence countries to enact marine environment and safety regulations. Member
nations such as Japan have already adopted a total TBT ban and are pressuring others to do so as soon as possible. |
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Ship Owners will feel the pain Ship owners, ship repair and ship building yards and paint chemical manufacturers are concerned with the cost that a complete ban will inflict upon the
shipping industry. They point out costs are likely to be severe due to a lack of comparative alternatives to organotin based anti-fouling paints. One expert who has been working on the organotin problem is Dr. Michael
Champ of Advanced Technology Research Project Corp., Washington D.C. Dr. Champ says the organotin anti-fouling technology is too successful. TBT based paint has been adopted by the worldwide shipping community with little
competition. "Subsequently its dominance has retarded the development and comparison of other alternatives. There are currently no new technology alternatives 'approved' in the USA and it is known that prospective
alternatives do not meet EPA volatility (VOC) requirements." Dr. Champ points out other anti-fouling paints are not nearly as effective as TBT at controlling hull fouling. Costs associated with their ineffectiveness
include: more frequent dry-docking; ships will not be able to last as long without hull cleaning, 24 to 30 months rather then five years. Fuel costs will increase as greater fouling means more drag and less
speed. Prices of the TBT alternative anti-foulants are more expensive resulting in higher maintenance costs to owners. Dr. Champ says the European Chemical Industry Council estimates TBT copolymer anti-fouling paints
provide 2.7 billion dollars per year of economic benefits to the marine industry. |
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Board proposed to Test Alternatives Dr. Champ also points out the long term effects of TBT alternative paints on the environment are unproven. "Replacement paints for TBT may
exhibit a new set of unanticipated environmental problems." To avoid repeating the same problems we have with TBT, he is proposing the formulation of an independent international Marine Coatings Board. The purpose
would be to "promote the development and approval of alternatives to toxic anti-fouling paints containing organotins." The board would be funded by the shipping industry since as users, shipping has the most to gain
by an independent review board. In the past, similar boards have been formed to study other marine environmental problems such as ballast water invasive species. The issue of a Marine Coatings Board to assess alternatives
was discussed briefly by the MEPC. The group felt member states rather then IMO should develop their own assessment procedures. The concept of the Marine Coatings Board and alternatives to TBT will be discussed further
at the next MEPC meeting. In the meantime, MEPC's decision will put additional pressures on governments to place TBT in a category with other banned chemicals such as DDT. A global ban without an effective alternative will
put ship owners in a very foul mood. |
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IMO's Working Group establishes date for Ban Anti-fouling with TBT: One Step Forward at IMO - by Christian Meganck -
Hydrex Corp. Tributyltin Toxicity In the course of the last two decades, a chemical compound named tributyltin has caused increasing concern worldwide. Tributyltin or TBT is the active biocide as applied in the
majority of anti-fouling paints for ship hulls. Numerous scientists have researched its properties, its effects and its toxicity. It got attention from legal bodies and policy makers in many countries and certainly, it
became an important item for the MEPC of the IMO. While interests and opinions regarding TBT may differ, one aspect is generally agreed upon, it is extremely toxic. Of course, this property is the very basis of the fouling
protection it offers. However, from an environmental point of view, it is a matter of unacceptable risk. As stated in a brochure submitted by the Netherlands during the last meeting of MEPC, "The specific mechanism of
TBT toxicity means that two nanograms of the substance in a liter of sea water is enough to cause damage. This is the equivalent of a single tiny salt-spoon (2 grams) of TBT dissolved in a swimming pool 10 kilometers (6
miles) long, 10 meters (30 feet) wide and 10 meters deep." |
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IMO Working Group Created The effects on the marine ecosystems are such that finally, at this MEPC meeting, a working group was established under the chairmanship of Mr. B.
Woodthomas (USA). Delegations from 25 countries together with observers from industry and environmental groups joined the chairman to focus on four areas to be addressed:
Legal global instrument sought The first agreement reached was on the necessity of a legally binding global instrument prohibiting the use of organotin compounds acting as biocides (such as TBT) on a specific
date. While the discussions covered all points mentioned above, the selection of the time frame to phase out and ultimately ban TBT generated the strongest arguments and emotions. By Day Three a consensus was reached
and a majority agreed " that the global instrument to be developed by the MEPC should ensure a global prohibition on the application of organotin compounds which act as biocides in anti-fouling systems by 1 January 2003, and a
complete prohibition on the presence of organotin compounds which act as biocides on ships by January 2008". Members agreed that actions must be legally binding and global in scope to ensure an equitable solution that
avoids creating competitive distortions in the global shipbuilding and ship repair market. The Draft Assembly Resolution with all agreements reached was finalized, presented and was accepted by the plenary session of MEPC
42. At the next MEPC meetings, the Working Group not only will be able to focus on the development of the appropriate legal instrument but also on the methodology for the consideration of alternative anti-fouling systems.
Once the proper legal instrument is identified, a diplomatic conference will constitute the final agreement at IMO level. Following this, IMO member states will be invited to ratify the paper. It may appear this schedule is
slow and complex and indeed many more thousands of tons of TBT will be dispersed into the oceans. However, the dates put forth at MEPC 42 represent a very important milestone and a clear sign to all parties involved that
effective alternatives need to be developed. The Draft Assembly Resolution also states: "The Assembly...URGES ALSO that States encourage industries to develop, test and use as a high priority anti-fouling systems which do
not adversely impact non-target species and otherwise degrade the marine environment." A presentation for the working group by the World Wide Fund for Nature received full attention: "Biocide Free, alternative paints
for ship hulls." The message is clear, if one really wants to protect the oceans, biocide free systems are the only acceptable alternative. |
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HYDREX Corporation Based in Antwerp, Belgium, Hydrex B.V has over 60 staff throughout 4 countries. Hydrex is dedicated to the development of underwater services for the
inwater and offshore ship repair and cargo transfer markets. They are experienced in permanent hull repairs, innovative hull maintenance techniques, emergency hull, propeller and thruster repairs, damage assessments,
pollution control and much more. Contact Christian Meganck : |
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CQD Journal for the Maritime Environment Industry is published by E.M. Miller Associates, Inc., Florham Park, NJ. www.cqdjournal.com All rights reserved. Copyright 1999. |
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This page last updated by Miller Associates: Thursday, June 05, 2003 |
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