End-of-life boats (ELB) in
Norway, environmental survey
Material flows
Hazardous content and environmental effects of illegal disposal
Environmental effects of recovery system
Project report
Utdrag/short summary:
Prosjekt/Project no: 100534-1017 Rapportdato/Report date: Rev. 23.12.2014
Distribusjon/Distribution: Lukket
Tittel/Title: End-of-life boats (ELB) in Norway, environmental survey
Forfatter(e)/Author(s): Frode Syversen Olav Skogesal Jarle Marthinsen Cristian Rostock Nicole Lambert
Antall sider/Number of pages: 93
Antall vedlegg/Attachments:
Oppdragsgiver/Client: Miljødirektoratet Kontaktperson/Contact person: Bernt Ringvold
Emneord/
Keywords:
ELB, population, prognosis, environmental effects, recycling, energy recovery
Geografi/
Geographic:
Norway
Prosjektleder/
Project manager:
Frode Syversen Kontrollert av/
Controlled by:
The Norwegian Environment Agency is given the responsibility to estimate the potential negative environmental effects today and in the future without a take-back system for end-of-life boats, compared with the benefits of a system. This is the background for this project, and the report will be an important documentation for the decision about future regulations and the implementation of a producer responsibility (EPR) system.
As a part of the project, all kinds of relevant information from existing sources have been collected, and a systematic analysis has been conducted to combine information and achieve new knowledge. No new field studies have been performed. The project is based on a literature study and official statistics, combined with interviews with relevant source. The scope of work covered 4 main activities:
1. Survey about the boat population and prognosis for ELB 2. Survey about content of hazardous compounds in boats
3. Survey about potential environmental effects by illegal disposal alternatives 4. Survey about environmental effects by different legal treatment options
The project was conducted by Mepex Consult AS for the Norwegian Environment Agency, with Bergfald Miljørådgivere as subcontractor for defined tasks in main activities 2 and 3. Os Boat has also been consulted about boat constructions and content. The project was carried out in the period from July to December 2014.
Some key information from the survey:
Total weight of ELB could increase from 3 500 tons in 2013 to 18 300 tons in 2020
At least 10 hazardous compounds from ELB that represent a environmental risk have been identified
Environmental benefit for GHG emission in a recycling and energy recovery system is about 1.3 kg CO2 per kg boat, representing 24 000 tons of CO2 per year for all boats in 2020.
Content
1. Executive summary ...6
2. General introduction...10
2.1. Background ...10
2.2. Objectives...10
2.3. Scope of work and performance...10
2.4. Methodology and methods in general...10
2.5. Definitions and explanations ...11
3. Material flow analysis ...12
3.1. Introduction ...12
3.2. Materials and methods...13
3.3. Results...14
3.3.1. Population...14
3.3.2. Weight of the boats in population...15
3.3.3. Production year for boat population ...16
3.3.4. New prognosis for end-of-life-boats until 2030...16
3.3.5. Sensitivity analysis for ELB prognosis...18
3.3.6. Final disposal of end-of-life boats...19
3.4. Discussion of results...19
4. Material composition boats and ELB ...21
4.1. Introduction and objectives ...21
4.2. Materials and methods...21
4.3. Results...22
4.3.1. Composition of ELB from practical tests...22
4.3.2. Typical construction materials in composite boats ...24
4.3.3. Material resources in ELB in 2020...25
4.4. Discussion...25
5. Hazardous compounds in leisure boats and environmental effects ...26
5.1. Introduction and objectives ...26
5.2. Material and methods...26
5.2.1. Presence of hazardous compounds ...26
5.2.2. Environmental effect of the hazardous compounds ...27
5.3. Results...28
5.3.1. General overview ...28
5.3.2. Mercury...29
5.3.3. Cadmium ...30
5.3.4. Tetroxide lead (and elementary lead)...31
5.3.5. Copper (I) Oxide ...32
5.3.6. Short chain chlorinated paraffins (SCCPs)...33
5.3.7. Polychlorinated biphenyl (PCBs) ...34
5.3.8. Aliphatic hydrocarbons ...35
5.3.9. Polycyclic aromatic hydrocarbons...36
5.3.10. Bis (2-ethylhexyl) phthalate (DEHP)...37
5.3.11. Tri-n-butyltin (TBT)...38
5.4. Discussion...39
6. Environmental effects for recovery options ...42
6.1. Introduction ...42
6.2. Material and methods...43
6.2.1. Pretreatment...43
6.2.2. Material recycling (GRP, metals, plastic) ...43
6.2.3. Energy recovery (wood, thermoplastics and composite resin) ...44
6.2.4. Landfilling (composite and plastic hull and components) ...45
6.3. Results...46
6.3.1. Recycling...46
6.3.2. Emissions from energy recovery of ELB...46
6.3.3. Environmental impact of landfilling...48
6.4. Discussion...49
7. Annexes...50
7.1. Material flow analysis ...50
7.1.1. State of art knowledge from literature study ...50
7.1.2. Discussion of variations in different surveys...51
7.1.3. New calculations and estimation of population ...54
7.1.4. New prognosis for end-of-life-boats until 2030...58
7.2. Prognosis for number and weight of ELB 2013-2030 ...63
7.3. Hazardous components - knowledge from literature study...65
7.4. Environmental effects of hazardous compounds identified in leisure boats. ...69
7.4.1. Introduction and methodology...69
7.4.2. Mercury...70
7.4.3. Cadmium ...71
7.4.4. Zinc ...72
7.4.5. Zinc stannate...73
7.4.6. Tetroxide lead ...74
7.4.7. Copper (I) oxide...75
7.4.8. Asbestos ...76
7.4.9. Diantimony trioxide ...77
7.4.10. Brominated flame retardants ...78
7.4.11. Short chain chlorinated paraffins (SCCPs)...79
7.4.12. Polychlorinated biphenyl (PCBs) ...80
7.4.13. Benzene...82
7.4.14. Aliphatic hydrocarbons ...83
7.4.15. Polycyclic aromatic hydrocarbons...84
7.4.16. Bis (2-ethylhexyl) phthalate (DEHP)...85
7.4.17. Pentachlorophenol, PCP...86
7.4.18. Melamine ...87
7.4.19. Tri-n-butyltin (TBT)...88
7.4.20. Organophosphates...89
7.5. Hazardous compounds - additional survey...90
7.5.1. Introduction ...90
7.5.2. Inorganic compounds...90
7.5.3. Halogenated compounds ...91
7.5.4. PCB and Chlorinated Parafins ...92
7.5.5. Other organic compounds ...92
1. Executive summary
The Norwegian Ministry of Climate and Environment has stated in the national waste management strategy from 2013 the need to develop a take-back system for End-of-Life boats (ELB) in Norway based on Expanded Producer Responsibility. Illegal disposal of ELB will represent a high risk of hazardous compounds being spread, with negative effects on the environment. Without a take-back system, the resources will be lost and the old boats can cause a littering problem along the coast.
The Norwegian Environment Agency is given the responsibility to estimate the potential negative environmental effects today and in the future without a take-back system, and compare that with the benefits with a system. This is the background for this project, and the report will be an important documentation for the decision about future regulations and the implementation of an EPR-driven system.
As a part of the project, all kinds of relevant information from existing sources have been collected, and a systematic analysis has been conducted to combine information and achieve new knowledge. No new field studies have been performed. The project is based on a literature study and official statistics, combined with interviews with relevant sources.
Objective 1: To calculate the number of leisure boats taken permanent out of use for the years 2013-2030
The prognosis for number and weight of end-of-life boats (ELB) is shown in table 1.1. The calculation is based on information from different sources in combination with estimations of lifetime.
Table 1.1. End-of-life boats. Number and weight in year 2013, 2020 and 2030.
Category Average
lifetime 2013
units 2020
units 2030
units
Small boats 30 6 136 5 922 11 094
Motor/sailboats without cabin 40 2 687 6 579 6 234
Motorboats with cabin 50 521 3 363 4 976
Sailboats 50 172 1 174 1 035
Total 9 515 17 038 23 339
Category Average
lifetime 2013
tons 2020
tons 2030
tons
Small boats 30 429 405 589
Motor/sail boats without cabin 40 672 1 645 1 634
Motorboats with cabin 50 1 303 8 408 12 440
Sailboats with cabin 50 1 151 7 865 6 933
Total 3 555 18 323 21 596
The conclusion is that the focus should be on the categories of big boats that represent the weight, and not on all smaller categories. The total weight is expected to increase rapidly until 2020, and then increase slower until 2030. It’s expected that the weight will increase until 2060, because the effect of more heavy boats produced late in 1990’s and from 2000.
Based on a broad survey in 2012, there is expected to be a great number of boats that are considered for discarding. There has accumulated a great number of boats that probably are taken out of permanent use, but still are on storage at private properties, or abandoned somewhere. When starting up a take-back system historical waste will appear, and can result in extra volumes during the first years of an operation of a take-back system.
Objective 2: Make a study about the environmental effects from illegal treatment options for end-of-life boats (ELB)
Table 1.1 shows the most important hazardous compounds based on the performed investigation, and is covering the possible effects of dumping of boats on land and in sea/freshwater and open burning. These are likely to be the consequences without a take- back system for ELB.
The table shows a total risk evaluation based on three separate parameters given a value from 0-5, where 5 represent a high value/risk. Detailed explanation is given in chapter 5.4.
Table 1.1 Hazardous compounds in ELB with environmental risk
Compound/compound group found in ELB
Content in ELB 2013-2030
Risk of leaching
Environmental effect
Total assessment
Mercury 1 (-) 4 5 Medium to low risk,
decreasing
Cadmium 2 1 4 Low to medium risk
Lead (Tetroxide a.o) 2 3 3 Low to medium risk
Copper (I) oxide 4 4 2 Low to medium risk
Short chain chlorinated
paraffins (SCCPs) 2 (++) 2 4 Medium risk, will
probably increase a lot.
Polychlorinated biphenyl
(PCBs) 2 (-) 2 5 Medium to high risk,
will decrease
Aliphatic hydrocarbons 4 5 2 Medium risk in wooden
boats Polycyclic aromatic
hydrocarbons
3 2 4 Medium risk in wooden
boats, will decrease Bis (2-ethylhexyl)
phthalate (DEHP) 3 1 3 Low to medium risk
Tri-n-butyltin (TBT) 3 (-) 4 5 High risk, will gradually
be reduced
There is need to emphasize the high level of uncertainty in this study, and that all examples for calculation are to give a very rough indication about possible total content that over long term will be exposed for degradation and possible pollution to the environment. The results show the “best guess” and can both be over-estimated and sometime underestimated. In
total, the different chemical compounds in ELB are high and the combination of different chemicals should be given extra attention. It’s likely to underline that there can be more content of hazardous compounds that is not included in the study. The report document that several components in ELB, including gelcoat and painting layers, can be classified as hazardous waste according to Norwegian regulations.
In total, there is a high risk that uncontrolled dumping of ELB will result in negative effects on the environment, but will be spread across big land areas and the ocean floor, possibly with some local high concentration. The negative effects during normal use are well documented in literature. In addition, there is a risk of long term pollution from natural degradation mechanism effects that is a hydrolysis of polyester resin also called osmose. This will cause pollution of glycol, esters and acids that can represent a local pollution potential, but this is not investigated in this report. Erosion of particles from boats can also represent a source of micro-plastic pollution that can end up in the sea and lakes.
In addition to the compounds mentioned in table, there are other important environmental risk factors with disposal of ELB. This is connected to:
Use of Freon with CFC in PUR-foam
Content of WEEE, including fridges
Content of fuel, oil, gas, fire extinguisher
Content of different flame retardants
Uncontrolled combustion of both composite boats and wooden boats will result in generation of very toxic fumes from components in waste, like heavy metals, but can also create dioxins and furans. In total the fumes from uncontrolled burning of ELV represent a high risk for negative effects for human health and for the environment, also for boats with low content of hazardous compounds. The pollution components are spread respectively to air, soil and water, and will also represent a long term effect. The ash is probably hazardous waste.
In total, the negative effects are expected to increase a lot for all components because of the significantly increased weight of ELB until 2020. This will for many components continue until 2030 and also for many years after. For some components where the big volumes were put out of use before 1980, like mercury, PCB and TBT, we expect that the environmental risk gradually will decrease from 2020 until 2030 and later on. In general, all boats in the boat population will more or less represent a potential for pollution, and this will give potential effects on the environment for a very long time, also after 2030, unless a take-back system is introduced.
In general, the systematic knowledge about hazardous components in ELB is limited, both for old boats produced in 1965-1985, but also for boats produced until today. It’s normal to consider the composite ELB as a very complex composition with a high content of chemicals and heavy metals due to the high requirements for duration under hard conditions with high levels of humidity, seawater, sun, rain and so on.
ELB can in many ways also be compared with ELV regarding content and relevant disposal system. ELB will, like ELV, usually have a content of gasoline, oil, batteries, WEEE and
different liquid chemicals. I addition, ELBs probably have more chemically complex contents,
and could also due to private maintenance using different chemicals, and due to extra equipment, represent a higher environmental risk than ELV.
Objective 3: Establish the environmental benefits from a take-back system with legal recycling and energy recovery options
There are different options for a treatment system for ELB, and the experience on this field is limited. The most resource efficient solution could be a high degree of material recycling of metals, composite material and thermoplastic. The challenge is connected to possible content of harmful compounds in recycled raw materials. The development of commercial technology for mechanical and chemical recycling of resin and glassfibre will give the answer about options for the composite material. Content of impurities and hazardous compounds could make this difficult. Metals and WEEE will be the most important waste categories to separate from boats for recycling, and total GHG emission benefit potential is calculated to 16 900 tons in 2020 for the expected amount of metals.
Energy recovery will be a part of a future solution, especially for wood material and other combustible material. Utilization in cement production is an alternative to direct recycling, and can be an important element in planning a new take-back system. In general,
incineration of this highly contaminated material in cement kilns could be an ideal solution.
Potential for GHG emission benefit for all wood material, thermoplastic and resin in composite is calculated to 7 200 tons in 2020 when fuel is replacing coal.
Controlled landfilling could be an option for some waste categories from ELB, but will not give direct benefits, even though this could represent a carbon sink and could be better than incineration of fossil fuel with limited energy recovery rate. In landfills, composite and other material will over time leach pollution, with risk to hydrolysis of resin and decomposition into glycol, esters and acids.
Conclusions
The total mass flow from ELB is expected by 2020 to increase to a level that is 6-7 times higher than that of 2013. The growth will cover bigger boats with cabins, and these are boats that need a more practical treatment system. There are currently no good solutions
available. The composition of the ELB in 2020 will be very complex and have a content of a wide range of chemicals and hazardous components.
The environmental effects per ton of waste is much higher than for ordinary waste
categories, and should therefore be given high priority in line with hazardous waste in order to reduce the risk of negative environmental effects. Dumping of boats along the coastal zone will also have other negative impacts, and added up this could call for action.
A possible underestimated environmental effect of disposal of composite is natural hydrolysis where the polyester resin is split into glycol, ester and acids.
The treatment options will naturally be a combination of recycling and energy recovery, and a national system could result in a GHG emission benefit in 2020 of about 1.3 kg CO2per kg boat treated on average, based on recycling of metals and energy recovery of composite, wood and plastics in cement kiln. In 2020 this can represent 24.000 tons CO2/yr. The pretreatment will be an important part of a system, including depollution of the ELB.
2. General introduction
2.1. Background
The Norwegian Ministry of Climate and Environment has stated in the national waste management strategy from 2013 the need to develop a take-back system for ELB in Norway based on Expanded Producer Responsibility. Illegal disposal of ELB will represent a high risk of hazardous compounds being spread, with negative effects on the environment. Without a take-back system, the resources will be lost and the old boats can cause a littering problem along the coast.
The Norwegian Environment Agency is given the responsibility to estimate the potential negative environmental effects today and in the future without a take-back system, and compare that with the benefits with a system. This is the background for this project, and the report will be an important documentation for the decision about future regulations and the implementation of an EPR-driven system.
2.2. Objectives
The main objectives for this study are:
To calculate the number of leisure boats that will be taken permanent out of use for the years 2013-2030
Make a study about the environmental effects from illegal treatment options for end-of-life boats (ELB)
Establish the environmental benefits from a take-back system with legal recycling and energy recovery options.
2.3. Scope of work and performance
The scope of work covered 4 main activities:
1. Survey about the boat population and prognosis for ELB 2. Survey about content of hazardous compounds in boats
3. Survey about potential environmental effects by illegal disposal alternatives 4. Survey about environmental effects by different legal treatment options
The project was conducted by Mepex Consult AS for the Norwegian Environment Agency, with Bergfald Miljørådgivere as subcontractor for defined tasks in main activities 2 and 3. Os Boat has also been consulted about boat constructions and content. The project was carried out in the period from July to November 2014.
2.4. Methodology and methods in general
In general, the project is based on existing knowledge, and no new field studies have been performed. There is a general lack of systematized information in this area. The project is based on a literature study combined with interviews of relevant sources.
A central part of the project has been to follow leads and combine different kinds of information in order to establish a relevant hypothesis about content and leaching of compound with environmental risks.
2.5. Definitions and explanations
Term Explanation
ELB End-of-life boat has no clear definitions in waste regulation. In this report, ELB is defined as leisure boats taken permanently out of use, but not necessary discarded, as they could be in storage.
Discarded ELB This is ELB that is defined as waste and are sent to final disposal, either legal or illegal disposal.
Composite This is a material composition consisting of two-component resin, a glass fiber structure and other filling material in resin. (see also table 4.3)
GRP Glass fiber Reinforced Polyester. This is a typical composite material used in boats.
FRP Fiber Reinforced Plastics. This is a more general definition of a range of plastic materials with fibers, and also covers mixes with thermoplastics.
ELV End-of-life Vehicle
WEEE Waste of electric and electronic equipment.
GHG Greenhouse gases (CO2-ekvivalents)
HSDB database Hazardous Substances Data Bank (HSDB) is a toxicology data file on the National Library of Medicine's (NLM) Toxicology Data Network (TOXNET®). HSDB is accessible, free of charge, via TOXNET at: http://toxnet.nlm.nih.gov
ESIS database European chemical Substances Information System (ESIS) ECHA The European Chemicals Agency (ECHA) is the driving force
among regulatory authorities in implementing the EU's chemicals legislation for the benefit of human health and the environment as well as for innovation and competitiveness
NGI Norwegian Geotechnical Institute (NGI) is a international centre for research and consulting within the geosciences.
ITM Institute of Applied Environmental Research (ITM) at University of Stockholm has published different articles and reports on chemicals from leisure boats and biological effects.
3. Material flow analysis
3.1. Introduction
The material flow analysis focuses on two kinds of information about the number and weight of leisure boats in Norway:
Information about the total population of leisure boats that are in use and have been on the market since the 1950s.
Information about average lifetime and prognosis for the increased volume of leisure boats taken permanently out of use – end-of-life boats (ELB).
The total amounts combined with characteristics about boat categories are necessary information in order to estimate the total environmental impact from the final legal and illegal disposal of ELB as waste.
There is currently no complete obligatory register1of leisure boats in Norway, and there is no registration of boats taken out of use and disposed as waste. These figures must therefore be calculated on the basis of various statistics, sample surveys, market information and other information in a combination.
The project has focused on sources with the following characteristics of leisure boats:
Included in study Comments Boat category With/without motor,
with/without cabin, sailboats
Small commercial boats are included in several statistics and can sometimes be counted as leisure boats. Canoes and kayaks are included in the project, but not small inflatable PVC-rubber boats/toys Length/weight Focus on leisure boats of
normal length In general, leisure boats can be up to 24 meters according to the definition in the Norwegian Leisure and Small boat Act, but very few are more than 12 meters
Hull material Including all types: wood, plastic, composite, aluminium, steel
Hull material is normally the same material mainly in use in superstructure, decks
Additionally, knowing the production year for the boats in use is crucial in order to estimate the amounts that can be expected to be put permanently out of use every year. Information about variation in geographical use is also of interest.
1The leisure boat registry (Småbåtregisteret) is run by the Norwegian Sea Rescue Assosiation (Redningsselskapet) as a voluntary registry. Until 2005 was the registry mandatory and run by the Norwegian Custom Authority. Even earlier there was registry at the local police authorities.
3.2. Materials and methods
The project has made a review of available literature. Different calculations exist from earlier studies and sources. In this study the different studies are combined, and together with new statistics make the basis for the new estimation for boat population and prognosis for ELB. In annexes 7.1 more detailed results are presented.
Following sources are mainly used:
Boating Survey from 20122gives detailed information about the use and ownership of leisure boats in Norway. The survey is based on 4 652 interviews with individuals, of whom 1141 lived in a household that owned a leisure boat. The study concludes that there are approximately 750 000 leisure boats in Norway.
Mepex Consult’s report to Norwegian EPA in 2008 (SFT 2008)3calculated 1 million leisure boats in use, and 5 500 end-of-life boats in 2007, increasing to 15 000 in 2017.
The calculation is based on the use of different data sources, including national statistics, travel surveys etc.
Updated official statistics for production, import and export of leisure boats for Statistics Norway (SSB).
Population
The data about population is mainly based on the Boating Survey from 2012. This survey covers the categories, length, hull material and geographic area. Based on a study of
different sources (see annex 7.1), it’s considered that the Boating Survey underestimates the number of boats, and in this report there is made estimation individually for each main boat category. The increased numbers are mainly for small boats and motorboats without cabin, and have less impact on total weight of boat population.
Unit weight
SSB’s foreign trade statistics from 1988 to 2013 provide both the number of boats and weight. This allows us to calculate the average boat unit weight in different time periods. We use the same unit weight for boats produced in Norway. Production for the domestic market is in any case a very limited part of the total market.
Production year
The Boating Survey from 2012 gives information about the production year for the boats divided in decades. All boats from before 1969 are in one group.
Average lifetime
The information about estimates for the average lifetime is limited. There is little empiric data that is reliable for the total population. The calculation is based on the information from SFT 2008, but a sensitivity analysis for variations in lifetime is performed in order to
document effects on prognosis for ELB. Table 3.1 show the estimates.
2KNBF 2012. Båtlivsundersøkelsen 2012. Kongelig Norsk Båtforbund i samarbeid med Norboat.
3Utrangerte fritidsbåter, kartlegging av miljøproblemer. Vurdering av tiltak og virkemidler. Statens forurensningstilsyn 2008
Table 3.1 Estimated average lifetime for boats for calculation of ELB until 2030.
Average lifetime years
Interval in sensitivity analysis years
Small boats 30 20-40
Open motorboat/sailboat 40 30-50
Motorboat with cabin 50 40-60
Sailboat with cabin 50 40-60
Prognosis for ELB until 2030
The prognosis for ELB is calculated based on all information about population, weight, production year and average lifetime. It’s important to distinguish between ELB and discarded boats. The difference is boats put permanently out of use, but not discarded.
These are boats that can be considered to have been stored and accumulated.
Disposal of ELB
The disposal alternatives today are limited due to the fact that there is no take-back system.
There is no system to register the final disposal, but some waste facilities have started to register boats as a separate waste category. The tendencies to dump boats are perhaps changing, depending on geographical location. In densely populated parts of Norway illegal dumping has most likely been reduced, because a stronger environmental awareness in the population.
3.3. Results
3.3.1. Population
Based on the method described, the total population is calculated to 840 000 units. In table 3.2 the population is described by four characteristics: type of boat, length, hull material and geographical region.
The results show that 85% of the boats are made of composite material in hull and superstructure. In general, all parts of Norway have a boat population, with the highest concentration in units per capita being the South-western region.
Table 3.2 Leisure boat population by category, length, material and region.
Category Number Percent Length Number Percent
Small boats 300 000 36% < 15 feet 316 000 38%
Motor-/sailboats,
open 310 000 37% 15 – 33 feet 475 000 57%
Motorboats, cabin 190 000 23% > 34 feet 49 000 6%
Sailboats, cabin 40 000 5%
Total 840 000 100 % Total 840 000 100 %
Hull material Number Percent Region Number Percent
Composite 702 000 85% Oslo and Akershus 166 000 20%
Wood 82 000 9% Eastern Norway other 200 000 24%
Aluminium 29 000 4% South/Western
Norway 295 000 35%
Steel 3 000 0% Mid Norway 91 000 11%
Other 21 000 1% Northern Norway 85 000 10%
Total 840 000 100% Total 840 000 100%
3.3.2. Weight of the boats in population
In table 3.3, the main results from the calculation of unit weights are shown, divided into four main categories. This statistics started in 1988, and the values before 1988 are less certain.
Table 3.3 Average unit weight in kg of leisure boats
Type of boat (HS- harmonized systemcode in foreign trade statistics) Before 1988
(extrapolated) 1988-99 2000-
Small boats4 70 68 53
Motor-/sailboats, open5 250 262 560
Motorboats, cabin6 2 500 2 468 3 430
Sailboats, cabin7 6 700 6754 6 741
4HS nomenclature number 89039101, 89039904 and 89039905.
5HS nomenclature number 89039901, 89039902 and 89039903.
6HS nomenclature number 89039201 and 89039202.
7HS nomenclature number 89039102.
Based on total weight, the categories for motorboats with cabin and sailboats are more interesting for the environmental analysis. Weight of small boats without motor is
significantly lower, and can be explained by more kayaks and canoes. The average weight of motor boats has increased, especially after 1999. These unit weights are used to calculate the total weight of the estimation in ELB prognosis until 2030.
3.3.3. Production year for boat population
The population split by production year is shown in table 3.4. Based on this, about 43% of the population was produced before 1989 and are more than 25 years old. This part of the total population is expected to be scrapped during the next 25 years.
Table 3.4 Boat population divided by production year (by number).
category -1969 1970-79 1980-89 1990-99 2000- Total
Small boats 21 403 47 087 61 356 59 215 110 939 300 000 Motor-/sailboats open 13 778 26 867 65 789 62 344 141 222 310 000 Motorboats, cabin 10 424 33 634 49 762 32 453 63 727 190 000 Sailboats, cabin 3 435 11 739 10 348 5 522 8 957 40 000
Total 49 040 119 326 187 254 159 535 324 845 840 000
3.3.4. New prognosis for end-of-life-boats until 2030
The results for the calculation of the prognosis for amount of ELB are shown in table 3.5 for both number and weight. By number, small boats dominate, but by weight, the boats with cabin and sailboats represent 89% of the total weight of estimated ELB in 2020. Table 3.5 shows that the estimated number of ELB in composite will be 69% in 2020 and 84% in 2030.
Table 3.5 shows that the expected increased number in total can almost be doubled until 2020, but that the increased weight is multiplied 6-7 times compared with 2013. The number of more heavy ELV motorboats with cabin and sailboats from late 1960’s and from 1970’s will reach their expected lifetime. This prognosis pinpoints that we in short time can expect a completely new situation, with a large number of more heavy boats taken
permanently out of use.
Detailed tables and figures are shown in Annex 7.2
Table 3.5 End-of-life boats. By number and weight, per year.
Category Average
lifetime 2013
units 2020
units 2030
units
Small boats 30 6 136 5 922 11 094
Motor-/sailboats, open 40 2 687 6 579 6 234
Motorboats, cabin 50 521 3 363 4 976
Sailboats, cabin 50 172 1 174 1 035
Total 9 515 17 038 23 339
Category Average
lifetime 2013
tons 2020
tons 2030
tons
Small boats 30 429 405 589
Motor-/sailboats, open 40 672 1 645 1 634
Motorboats, cabin 50 1 303 8 408 12 440
Sailboats, cabin 50 1 151 7 865 6 933
Total 3 555 18 323 21 596
Table 3.6 Hull material in end-of-life boats. Number of boats.
Hull material 2013 2020 2030
Composite 6 024 12 513 19 506
Wood 2 882 3 418 2 296
Aluminium 39 329 807
Steel 271 279 101
Other 300 498 629
Total 9 515 17 038 23 339
3.3.5. Sensitivity analysis for ELB prognosis
Figure 3.1 shows the result of the performed sensitivity analysis for the number of ELB for the period 2003-2030.
The short lifetime alternative gives a rather rapid increase in number of ELB until 2020, and lower growth rate up to 2030. Based on the calculation it’s not possible to conclude about number at weight of ELB after 2030. The effect of increased weight of boats put on marked after year 2000 is not included in the prognosis until 2030. The rapid growth until 2020 is a result of a high number of small boats from the 80s and 90s, as well as motorboats from the 70s and 80s without cabin, reaching their end of life. The sailboats and motorboats with cabin don’t contribute significantly to the growth in number of ELBs due to their rather low population.
In the long lifetime alternative, the number of ELBs will be fairly low until 2015, when it starts growing faster. The low numbers of ELBs in the first period is a result of low population in the corresponding cohorts reaching their end of life. After 2015, the high population of small boats (from the 80s and 90s) and motorboats without cabin (from the 70s and 80s) will result in an increase in number of ELBs.
The medium lifetime alternative estimates something between the short and the long lifetime alternatives. Medium lifetime with blue line is representing the basis calculation.
Figure 3.1. Sensitivity by lifetime in calculations. Number of end-of-life boats.
If the lifetimes are 10 years longer than estimated in the baseline calculation, the number of ELB boats will increase to 17.000 in 2030, rather than in 2020.
- 5 000 10 000 15 000 20 000 25 000 30 000
2000 2005 2010 2015 2020 2025 2030
Short lifetime 20/30/40 Medium lifetime 30/40/50 Long lifetime 40/50/60
3.3.6. Final disposal of end-of-life boats
This project does not include a new survey about the final disposal alternatives for end-of-life boats in the present situation. The number of boats received at the waste stations seems to be increased in parts of Norway, and one single landfill registered 150 boats last year8
The Boating Survey from 2012 indicates that 10.1% of boat owners are considering discarding one boat. In addition, nearly 1% of the owners have several boats they consider scrapping.
This could represent a total of 80 000 boats based on the population in this survey.
Approximately 75% of the boats being considered for discarding are below 15 feet long.
Regarding the type of material in the hull of boats that are considered to be scrapped, the survey states that 62.3% are plastic/fiberglass, 29.8% are wood, while the rest (7.9%) are other materials.
Based on this, we can assume that over a period of several years there has already been an accumulation of boats put permanently out of use. This means that a part of the calculated population also consists of boats that not are in use.
It hasn’t been possible to set up adequate data about present situation for final disposal of ELB. It is likely that all kinds of final disposal are in use, including illegal dumping and burning.
Outdoor storage seems to be a temporary solution for many boat owners and also results in abandoned boats.
3.4. Discussion of results
In general, all numbers are calculated based on different sources. The uncertainty in the information will vary, and can be discussed and compared with data from other sources. The results are discussed in the context of the aim of the study, which is to investigate the environmental effects of disposal of ELB today and in future.
Population
The population is a relative number based on the boundaries for the different studies and data sources. The reliability is strengthened by the existence of several independent sources which largely correspond with each other.
In general, the data for small boats are considered to be unsure compared to data for bigger boat categories. Small boats are not representing the big environmental challenge because of the small share of total weight and less complexity. Whether the population is 750 000 or 950 000 does not have big effect on the total weight if the uncertainty is all connected to small boats.
The information about hull material based on the questionnaire from the Boating Survey should be quite reliable, but regarding age/production year it’s natural to assume that people often believe that the boat is newer than it really is. The population of boats more than 25 years old is about 365 000 units. Considering this, we can assume that it’s more likely that this number in reality could be higher rather than lower.
8Personal Information from Sunnhordaland Interkommunale Miljøverk (SIM)
The unit weight of the boats has turned out to be very relevant information for the environmental study that points out the need to focus on the bigger boat categories. This average calculation of weight should be reliable.
Prognosis of ELB
It’s expected that the waste amounts could be 6-7 times higher just in few years (2020) if the average lifetime for large boats is 50 years. There are clear indications that the number of big boats that are discarded, will increase in the years to come, and that there is a large population of boats approaching their end of life. These are boats from around 1970.
The number of end-of-life boats is calculated to rise from barely 10 000 in 2013 to about 17 000 in 2020, and over 23 000 in 2030. The total weight of end-of-life boats will increase even more than the number of boats as a result of a rising portion of large boats in the population reaching their end of life. This effect will even be more important in 2040-2050.
The calculations of end-of-life boats have higher uncertainty, mostly because of uncertain lifetime of different categories of boats. Calculations must therefore be seen as an indication and not as reliable figures. The model used for calculation is not simulating the real dynamics in the variations in lifetime. It is also possible that the lifetime will be shorter for newer boats, in addition to discarding of boats after serious accidents.
A weakness in the model is that the also the starting point for ELB in 2013 is not verified based on empiric data. There is an effect of accumulation of boats that have already been put out of use over a period but not have been discarded. When starting up a take-back system historical waste will appear and can result in extra high volumes during the first years of an operation of a take back system. This will depend on the incentives put in force.
The sensitivity analysis shows that different lifetimes will have an impact on the increased number and weight of the ELB boats. This shows that there is a possibility that the increasing volume can be delayed.
The study demonstrates the need for a national take-back system covering all parts of Norway. The system should also include similar boats from commercial activity that can represent an added volume. One important observation is that there exists very little information about final disposal of ELB in today’s situation.
4. Material composition boats and ELB
4.1. Introduction and objectives
This part of the report gives a brief overview of the use of different materials used in the production of leisure boats. The material composition varies a lot between different boat types and ages, and from different producers.
The identification of hazardous elements has close connections with the knowledge of material usage in boat production, and the composition by weight. Material composition is also necessary to make calculation examples of content of hazardous compounds in end-of- life boats today and until 2030.
Additionally, material composition is necessary in order to calculate the potential for
recycling and recovery of materials from ELB as a part of a take-back system. It is also a basis for calculation of effects on GHG-emission.
4.2. Materials and methods
In literature, there are few sources that offer extensive information about material
composition of leisure boats. There are some indications in several reports, but there are no sources that give information that can be representative for boat population or for end-of- life boats.
The main sources of information for this part of the project are:
Source of info Description Report from the
“Gjenkomp” project in Norway from 20119
A part of a Norwegian 3-year research industry project from 2009-2012 financed by Norwegian Research Council. This project includes detailed information about depollution, and the dismantling and crushing of 15 different end-of-life boats in order to establish information about composition
Diagnosis of the current situation of out-of-use nautical boats in Europe10
This “Boatcycle project” gives information about the structure and composition of different leisure boats.
Report made by
Naturvårdsverket (2011) The report “Nedskräpende och uttjånta fritidsbåtar» has reference to a Spanish source about the composition of ELB.
The book
“Komposittbåtbygging”11 This is a 275-page learning book for composite boat constructors in Norway.
Direct contact with
Thomas Anmarkrud This is the author of the learning book. Has relevant education as boat-builder and long experience as from boat industry.
9Sandberg and Syversen, Gjenvinning av fritidsbåter, kartlegging av materialsammensetning og miljøgifter i utrangerte fritidsbåter (2011)
10Ventura, Monsó Miquel, Diagnosis of the current situation of out-of-use nautical boats in Europe, Exploration of scrapping process, economic study of recovery and proposals for future (2012). www.lifteboatcycle.com
11Anmarkrud, Thomas, Kompositbåtbygging: båtbygging med komposittmaterialer (2013)
Composition from a practical test of ELB from 2010-2011
Data from the “Gjenkomp” project is analysed and prepared in order to calculate an average composition of boats in this test. These are boats of different sizes and compositions.
The data summarized for the boats is divided in two categories:
Boats composite in hull: 9 boats with an average weight of 1030 kg (15-24 feet)
Boats with wood in hull: 6 boats with an average weight of 1570 kg (21-33 feet)
13 of the boats weighed more than 800 kg, and 10 of 15 boats had a motor.
Description of typical materials in composite boats
In this project there has been developed a table with a brief introduction to the materials used in composite boat construction. Choice of material varies a lot, but the idea is to document the complexity in a boat construction in a way that can point out all kinds of chemicals used in boats, as well as the challenge to split materials for recycling.
Calculation of resources for ELB based on 2020 prognosis
There has been made a rough calculation of the total content of different materials for the estimated number of boats. Table 4.1 shows the estimated unit weight per boat category.
Table 4.1 Estimated weights by boat hull material (prognosis 2020)
Boat hull material Number kg/boat tons/year
Composite 12 513 1000 12 513
Thermoplastic 498 250 125
Wood 3418 1485 5076
Aluminum 329 400 132
Steel 279 1600 446
17 055 18 291
4.3. Results
4.3.1. Composition of ELB from practical tests
Table 4.2 shows the results from the “Gjenkomp” project with practical decomposition of 15 boats of medium size. This includes only one sailing boat, and they are as such not accurately represented. The table gives an indication of the composition of ELB from 2010.
Figure 4.1 summarizes the detailed composition in 4 main categories. The composite boats have a more complex composition, but the wooden boats also consist of a wide range of materials.
Figure 4.1 Composition of ELB from empiric trials, divided in main categories
Table 4.2 Detailed material composition of ELB from empiric trials
Material Composite hull Wooden hull
Composite/GRP 37,1% 0,9%
Wood 17,5% 77,4%
Metal Engine 11,3% 12,2%
Ballast 10,1% 0,9%
Other metal 7,2% 3,4%
Foam (PUR) (wet) 2,0% 0,0%
PVC (fenders) 1,3% 0,1%
Furniture, complex material 2,5% 0,3%
Combustible Other plastic and
rubber 1,6% 0,4%
Textile 0,1% 0,1%
Other combustible 0,5% 0,2%
Non-
combustible Glass 0,7% 0,3%
Other 1,8 % 2,3 %
WEEE Batteries 0,9 % 0,7 %
Cables 0,3 % 0,2 %
Other WEEE 0,4 % 0,2 %
Hazardous
waste Fuel 0,9 % 0,2 %
Other 0,4 % 0,3 %
Fines/residuals 3,1 % 0,0 %
Total 100 % 100,0 %
0%
10%
20%
30%
40%
50%
60%
70%
80%
90%
Composite Wood Metal Other
Composition of end-of-life boats
Composite boat Wooden boat
The composition varies a lot depending on boat category, model and age and so on. Here are some other registrations that illustrate the considerable variations:
10 of 15 had an engine
6 of 15 had a fuel tank with content
5 of 15 had a battery pack
3 of 9 GRP hulls had PUR foam in construction
8 of 15 had between 10-30 kg PVC in the fenders, etc.
12 of 15 had 1-10 kilo’s worth of electrical cables
The boats also had other non-original equipment and chemicals in packaging, like fire
protection equipment, propane fuel tanks, oil cans, anti-fouling painting and other chemicals.
4.3.2. Typical construction materials in composite boats
Table 4.3.Typical construction materials in composite boats
Composite Normally one part resin and two parts glass fiber. Additionally, a lot of filler material can be used to achieve specific abilities.
The resin contains two components, and the main component (90%) is normally polyester, vinylester or epoxy. Polyester is most common for older boats. Polyester will degrade naturally in contact with water and over 12 degrees Celsius.
Sandwich
material Different materials are used in sandwich construction for the hull and other structures. The sandwich normally consists of two layers of composite with a light filling material in between. This can be wood, particularly balsa, and different kinds of expanded plastic material like polystyrene, polyurethane, PET or other. There can be different structures, example honeycomb. Glue is used to put the materials together. Use of PVC foam has been more common during the last decades.
Gelcoat This is a resin specifically designed to protect the surface, and consists of pigments and other additives. Normally a 0.6 mm thick layer, and for a 27 feet cabin cruiser, the total weight of the gelcoat can be 135 kg.
Sealings and
glue The requirements for sealings for boats are special, and the product in contact with air/water must have effective fungicide to prevent black fungi. Two component sealings based on polyurethane has become normally in the market.
Metals The metals in boat constructions are often aluminum and stainless steel to avoid permanent oxidation. Steel and lead are also used for ballast.
Thermoplastics PVC has normally been used for fenders along the boat and on top. Also different kinds of products.
Furniture This is a combination of wood, plastics and textiles, and some metals.
4.3.3. Material resources in ELB in 2020
The average composition of the different boats is determined based on the practical test from the Gjenkomp project. There have been made some adjustment based on the other sources of information that we have referred to. Combined with data for prognosis of ELB in 2020 the total material flow is estimated. The results in figure 4.2 show the total in tons for each material group. Total amount is 18 300 tons, ref. table 3.4.
Figure 4.2 Prognosis for material potential in ELB in 2020 (tons)
About ¼ of the material flow is metal or a component with a high metal content (including WEEE), and has a positive value that can be important for the future system. Composite counts for another ¼ of the mass flow, and can partly be a potential for recycling. The rest of the boat is mostly material suitable for energy recovery.
4.4. Discussion
The calculation of the mass flow is uncertain, and the content of composite can be somewhat higher, based on other studies.
In general, leisure boats consist of a complex combination of different materials that require much effort to dismantle and split into different material categories. This is important information to have when developing a treatment and recovery system.
854
2 306
614
853
5 005 tons 6 309 tons
959
1 420
Aluminium Steel/Inox Lead WEEE Composite Wood
Thermoplastic Other
5. Hazardous compounds in leisure boats and environmental effects
5.1. Introduction and objectives
This part of the report focuses on the knowledge of the content of hazardous compounds in leisure boats and end-of-life boats, and possible environmental effects related to abandoned boats and illegally disposed boats.
As indicated in chapter 3.4, information regarding the present situation for disposal of ELB is limited. The environmental effects suggested here are based on the current absence of any regulation or other incentives relative to a take-back system for ELB.
This section of the report looks into the use of the most hazardous compounds in leisure boats and their potential environmental effects. Summary descriptions are gathered in tables for each compound. More specific information can be found in annex 7.3-7.5 of this report.
5.2. Material and methods
5.2.1. Presence of hazardous compounds
Three main information sources were used to identify the presence of hazardous compounds in leisure boats:
a) Empiric analysis of end-of-life boats
- Analysis with XRF and laboratory analysis of samples - Gjenkomp project - XFR-analysis of heavy metals performed by Institute of Applied Environmental
research (ITM), University of Stockholm12
b) Analysis from samples of soil from boat yards and sediment from boat harbors - Norges Geologiske institutt (NGI)in Norway13
- ITM, University of Stockholm14
c) Information gathered through interviews with relevant companies and organizations regarding the use of hazardous compounds in the production and maintenance of boats.
The use of all three information sources provides a better overview to assess the content of hazardous compounds in ELB and how the content of these compounds may vary until 2030.
Definitions, regulations and classification regarding hazardous waste are also included in the report. The content of chemicals used in leisure boats will potentially classify parts of the boat, according to Norwegian regulation as hazardous waste.
12Ytreberg, Erik, XRF-metodik, ett verktyg att mäta metaller på båtskrov
13NGI, Kartlegging av forurensning i utvalgte småbåthavner i Norge TA-2751/2010)
14Eklund and Eklund, Förorening av båtuppläggningsplatser – en sammanställning av utförda undersökningar i svenska kustkommuner (2011)
5.2.2. Environmental effect of the hazardous compounds
The objective of this section is to assess the possible environmental effect of the hazardous compounds identified in the previous sections of the report.
This is a literature study which refers to the theoretical properties of the compounds to predict the possible leaching behavior and environmental effect of the compounds. This section provides information about the most likely scenarios, with the intention of giving a qualitative perspective rather than a quantitative one.
The theoretical properties of the compounds were gathered from the HSDB database, the ESIS database (ECB risk assessments and IUCLID), the ECHA database, the Stockholm convention website and the website www.miljostatus.no. (See definitions in chapter 2.5).
Each compound is assessed in Annexes 7.5 for the following:
Presence on national and international priority lists
Leaching scenario during lifetime given its use on boats
Whether or not the compound will be found in boats at end of life
Behavior in water, sediment and soil
Persistence in the environment
Bioaccumulation potential
Toxicity to humans and to the environment, which refers mainly to the hazardous classification of the compound (referring to ESIS or ECHA)
Combustion products
In chapter 5.3 the information for each compound is assessed for the following:
Classification of the parts of boat containing hazardous compound
Documented use in boats
Possible other uses in boats
Boat categories of concern
Content estimation example
Leaching properties and mobility in the environment and persistence
Combustion products
Empiric environmental data
Bioaccumulation
Toxicity
Summary
The detailed information used as a basis for the observations highlighted in the following summary tables can be found in the annex 7.3-7.5 of this report. P-, B- and T codes
connected to the CAS-number are short letters for Persistent, Bioaccumulation and Toxicity.
5.3. Results
5.3.1. General overview
The table below is a summary of the main hazardous components found or expected to be found in ELB in the future. The compounds highlighted in white are considered of low priority and are not presented in this part of the report, though they are included in the annexes.
This is based on an evaluation of possible content in boat and the environmental effects.
Main category Compounds Area of use/products
Inorganic compounds
Mercury Paint and electrical switches
Cadmium Pigment in thermoplastics
stabilizer in PVC
Lead Anti-fouling paint and PVC
additive
Copper Anti-fouling paint
Zinc Corrosion inhibitor
Asbestos Heat insulation engine room
Antimony (Sb) Flame retardant textiles
Halogenated compounds
Chlorinated Paraffin Paint and sealants
PCB Paint and sealants
Brominated flame retardants Possible use in plastic and textiles as flame retardant
Hydrocarbons
Aliphatic hydrocarbons Diesel fuel and lubricating oils
PAH/Creosote Biocides in wood
Benzene Gasoline
Other organic compounds
DEHP Plasticizer in PVC
TBT Biocide and anti-fouling
paint
Melamine Flame retardant in PUR foam
TCEP Flame retardant in plastic
and PUR
PCP Biocides in wood
5.3.2. Mercury
Mercury Description
1 Classification CAS 7439-97-6 P+, B+, T+
Limit for classification as hazardous waste in Norway: ≥ 0.1%
2 Documented use in boats In use for boat painting under waterline and in some old electrical switches.
Detected by XRF in boat hulls and in soil at boat yards In normal use in painting until 1980’s in Europe.
3 Possible other uses in boats
4 Boat categories of concern Used in both wooden and composite boats.
5 Content estimation example Detected 50 ppm Hg on surface. 15 m2surface per boat and 1 mm thickness paint will give 15 kg paint correspond to 1 gram Hg per boat.
16 000 ELB in 2020 built prior to 1980 will correspond to a total of 16 kg Hg. The content found in ELB is expected to decrease over the years.
6 Leaching properties, mobility in the environment and persistence
When used in paints, the compound will be directly exposed to water, and expected to emit to the environment.
When used in electrical switches, the compound is not directly exposed to the environment, and thereby not expected to emit to the environment.
Will bind to dissolved matter and fine particles in water, can accumulate in soil and sediments. Persistent and immobile in soil/sediments.
7 Combustion products Mercury oxide, highly irritating, more likely to affect the lungs than elementary mercury.
8 Empiric environmental data Registered in soil from boat yards in Sweden and Norway at medium levels
9 Bioaccumulation Bioaccumulative and biomagnifies in food chain
10 Toxicity Very toxic by inhalation.
Reprotoxic category 2.
Very toxic to aquatic organisms. Long-term adverse effects.
11 Summary Hg from paint will emit to the environment, but have low mobility. This, combined with low concentration and low emissions from empirical data, will result in medium to low risk for negative environmental effects for this compound with high national priority.
5.3.3. Cadmium
Cadmium Description
1 Classification CAS 744-43-9 P+, B+, T+
Limit for classification as hazardous waste in Norway: ≥ 0.25%
2 Documented use in boats Additive in PVC for different fenders. Commonly used level of 0.1% by weight.
Detected by XRF on ELB, and also found in soil samples at boat yards. Also used for small thermoplastic boats (polyethylene) as red and yellow pigment. However, these boats are probably already taken out of use due to poor material quality.
Was commonly used until 1985 in Europe.
3 Possible other uses in boats Cables for all electronic equipment and other electronic.
Could still be in use due to import of products from Asia.
4 Boat categories of concern Fenders are commonly used in all kinds of composite boats and metal boats, but not in wooden boats.
Ribs have not been investigated and they can have a high PVC content.
5 Content estimation example 20 kg PVC per boat, with an average cadmium content of 0.1%
10 000 composite ELB in 2020, produced prior to 1980, represents 200 kg Cd.
The level of cadmium found in ELB from this use is expected to remain stable until 2040.
6 Leaching properties, mobility in the environment and persistence
Insoluble in water. Will emit to the environment from material erosion and environmental wear. Accumulates in soil and sediments. Persistent in the environment.
7 Combustion products Toxic fumes of cadmium
8 Empiric environmental data Registered in soil from boat yards in Sweden and Norway at medium levels
9 Bioaccumulation Bioaccumulative in fish and mammals
10 Toxicity Carcinogen and very toxic to aquatic organisms
11 Summary The low mobility combined with relatively low concentration and low environmental presence from empiric data will result in low to medium environmental risk for this compound with high national priority.
5.3.4. Tetroxide lead (and elementary lead)
Lead Description
1 Classification CAS 1314-41-6; P+, B+, T+
Limit for classification as hazardous waste in Norway: ≥ 0.25%
The content of lead in anti-fouling, fenders and gelcoat can classifies these components as hazardous waste.
2 Documented use in boats Tetroxide lead used in anti-fouling paint and as a corrosion inhibitor. Used with a content up to 35% in linseed oil.
Commonly used until 1989, and is still available on the market.
Elementary lead is used in PVC thermoplastic as a stabilizer and found in fenders. Normal content of 1-2% by weight. Used in gelcoat and topcoat as a color pigments or other purposes.
3 Possible other uses in boats Electrical components, circuit boards and different PVC comp.
4 Boat categories of concern Painting used on wooden, metal and composite boats.
Fenders used in all kinds of composite boats and metal boats.
Not typically used for wooden boats.
Gelcoat used for composite boats (coating of 0.6 mm – representing over 100 kg gelcoat per boat.)
5 Content estimation example Remaining lead content based on empiric data: 20
microgram/m2 hull under waterline. 4 gram per boat for 15 000 ELB/year, corresponds to 60 kilo/year.
20 kg PVC per ELV in 2020, with 1% wt elementary lead: 10.000 ELB/year (80% of composite), corresponds to 2000 kg lead/year The level of lead in ELB is expected to remain for a long period.
6 Leaching properties, mobility in the environment and persistence
Insoluble in water, but given its use it is expected to be directly exposed to the environment, and is thereby emit through erosion and environmental wear. Accumulates and persists in soil and sediments.
7 Combustion products Toxic fumes of lead (also from wooden boats)
8 Empiric environmental data Registered in soil from boat yards in Sweden and Norway and in sediments. Detected by XRF in gelcoat.
9 Bioaccumulation Bioaccumulative in terrestrial and aquatic species
10 Toxicity Very toxic to aquatic organisms with long term adverse effects.
Reprotoxic category 1 and 3.
11 Summary The low mobility, combined with relative low concentration and low emissions from empirical data, will result in low to medium risk for environmental effect for this compound with high national priority.