Effects of UV-LED irradiation on decapod crustacean larval mortality, motility, and respiration: Implications for ballast water treatments and invasive species management.

Consideration on the Maximum Allowable Dosage of Active Substances Produced by Ballast Water Management System Using Electrolysis

In order to mitigate the effects caused by harmful aquatic organisms and pathogens contained in ships’ ballast water, the International Convention for the Control and Management of Ships' Ballast Water and Sediments established the obligation to implement on board a ballast water management system as well as operational limits of depth and distance while sailing off the coast. This piece of work analyses, having as a reference the Strait of Gibraltar, the main provisions of this Convention applicable to the discharge of ballast water, as well as the general practice established in the Regional Agreement for the management of ballast water in the Mediterranean Sea. This paper also analyses the methodology that Spain should follow in case that the country pondered the possibility of designating a maritime zone for the transfer of ballast water in this geographical area.

Environmental risks associated with ballast water management systems that create disinfection by-products (DBPs)

Global coastal aquatic ecosystems are negatively impacted by the introduction of harmful aquatic species through the discharge of ships’ ballast water. To reduce discharges of harmful aquatic organisms and pathogens, such as toxic phytoplankton species, ships are now transitioning to the use of ballast water management systems (BWMS) instead of ballast water exchange (BWE). This study examines the abundance and diversity of phytoplankton in ballast water managed by BWMS (or a combination of both BWE + BWMS) in comparison to those in ballast water managed by BWE alone (collected from ships arriving to Canada’s Pacific coast in 2017–2018 and 2008, respectively). The abundance and diversity of phytoplankton species were also examined in relation to key variables such as ballast water salinity and ballast water age. Total abundance of phytoplankton was significantly lower in preserved samples managed by either a BWMS or BWE + BWMS compared to BWE alone. Abundances in preserved samples were higher than observed in fresh (unpreserved) samples at the time of collection, with all samples managed by a BWMS meeting international limits for the number of viable organisms ≥10 and <50 μm in minimum dimension (based on six 1-mL live counts). While there was no apparent influence of factors such as treatment type [e.g., ultraviolet (UV) or chlorine], presence of filtration, ballast water salinity, ballast water age, nor location of last ballast water uptake on phytoplankton abundances in preserved samples, power to detect differences may be limited by sample size. Ballast water managed by BWMS also tended to have lower abundances of harmful phytoplankton species, although the difference was not statistically significant – additional research into the community composition of live cells in fresh samples could be valuable to discriminate the risk associated with phytoplankton surviving ballast water treatment.

: Federal and international agencies charged with regulating aquatic nuisance species (ANS) face many obstacles when assessing the quality and efficacy of ballast water management systems (BWMS). Some of these challenges are physical, such as handling and testing large volumes of water. Other challenges are biological or chemical, such as differences in water quality and plankton assemblages at ports throughout the world. Because determining the efficacy of a BWMS hinges on the ability to identify living organisms in the discharged water, developing methods to assess diverse and dynamic plankton assemblages has become a major focus of investigation at the national and international level. In 2004, the International Maritime Organization (IMO) adopted the International Convention for the Control and Management of Ships' Ballast Water and Sediments, which is undergoing ratification. The United States Environmental Protection Agency (EPA), through the Environmental Technology Verification (ETV) Program, published a Draft Protocol for the Verification of Ballast Water Treatment Technologies.

Ballast water in ship operation is essential for a safe voyage. However ballast water can contain unwanted organisms that are the cause of disturbing the ecosystem by the transfer of potential invasive species. To prevent the destruction of the environment, the International Convention for the Control and Management of Ship`s Ballast Water and Sediments(BWM Convention) was adopted in 2004. BWMS (Ballast Water Management System) has been developed to prevent the transportation of organisms to another region in order to fulfill the requirements IMO (International Maritime Organization) regulations. Nowadays there are about 50 approved Ballast Water Management Systems of various types globally. The most common BWMS types are UV (Ultra Violet), Electrolysis and Ozone. Among these types there are many difficulties in determining the optimum type of BWMS which can be suitable for the user and designer`s requirements. The main objective of this research is to select the best BWMS type by using AHP. To apply AHP, the most important criteria for the BWMS development are derived by users and designers. From our results, we can give a guide BWMS type to the developers of BWMS.

The International Convention for the Control and Management of Ships' Ballast Water and Sediments (IMO 2018 Edition) was adopted in 2004 and came into force on 8 September 2017, aiming to introduce global regulations to control the transfer of potentially invasive species. Large efforts have been made by the maritime industry in creating reliable strategies for the installation of systems on board (Register 2014). Environmental considerations (INTERTANKO 2018) and optimization for the management systems (IMO 2017 Report) are factors broadly considered to tackle this matter. A consistent implementation strategy must be stated before the ballast water management system (BWMS) installation project starts-the management of stakeholders (e.g. ship owners, classification societies, administration, shipyards) is an important aspect of this process. This relies on their expertise, which in turn results in a high level of engagement and supports the implementation plan into the organizations. The creation of a framework for the optimization process, considering the implementation project of a BWMS on board of oil tankers, is the first part of this research. The use of fuzzy logic principles in the second part-as an evaluation instrument from a ranking obtained by multicriteria principles-sums up the aim of this paper, where the peculiarities about oil tankers' modelling will be discussed throughout the analysis of 2 optimization cases (Suezmax and Aframax).

Biocidal effect of thymol and carvacrol on aquatic organisms: Possible application in ballast water management systems

An accepted solution to the environmental problems related to a ship’s ballast water has been the adoption and proper utilization of approved onboard ballast water plans and management systems (BWMS). On 8 September 2017, the International Maritime Organization Ballast Water Management Convention comes into force, and under this Convention, ships engaged in international trade must have an approved BWMS aboard to discharge ballast water, reducing species transfer. In response to enormous global concern about this problem, the overwhelming majority of the BWMS, approved currently for use by International Maritime Organization (IMO) and United States Coast Guard, utilize two main technologies (electro-chlorination or ultraviolet irradiation) as their principle mode of disinfection, often used in combination with filtration. However, both technologies have been questioned regarding their practically, efficiency, and possible environmental impacts upon discharge. This review article aims to explore some questions about these two technologies, drawing attention to some current uncertainties associated with their use. Also, it draws attention to some technical obstacles and regulatory impediments related to the new development of green biocide technology, which largely has been ignored, despite its potential as a simpler, cleaner and effective technology.

The transfer of organisms by ships has been altering the ecosystems for many decades. Living organisms within ballast water is part of this problem. Where ballast water has been taken from heavily polluted areas then potential risks for human health are also created. The International Convention for the Control and Management of Ships' Ballast Water (the Ballast Water Convention—referred to hereafter as the BWC) is the first international attempt to provide a legal and technical instrument for a risk that was not so far covered by any legal regime. The BWC imposes obligations both on the flag and the port states and provides for a certification system that will eventually be able to regulate ballast water management. Ambitious ballast water quality standards are included but they will not be imposed until 2016 when a new generation of ships having the required new technology will be developed. These strict standards are subject to review on the basis of their feasibility and cost implications. In the meantime only some basic precautions and restrictions, together with a complex surveying and certification system, will be imposed. Moreover, these restrictions will only be imposed if they do not cause delay or deviation for the ships, arguably making one wonder whether the problem is indeed a serious and imminent threat to the environment.

This study aims to protect the maritime environment from the spread of foreign species or harmful aquatic organisms and pathogens due to the discharge of ballast water from ships in order to prevent, minimize and completely eliminate risks to the environment, human health, wealth and resources arising from the transfer of aquatic organisms. harmful and pathogenic through the control and management of ballast water and sediment from ships, as well as to avoid unwanted side effects from such control and to encourage the development of related science and technology. The problems raised in this study are (1) What is the Ballast Water Exchange Standard (Reg. D-1), (2) What is the Ballast Water Performance Standard (Reg. D-2)?, (3) What is the Ballast Water Management Plan (BWMP) (Rule B-1) and (4) What is the combination of treatment technology. The method used in this research is descriptive qualitative method using data reduction analysis techniques, data presentation, and drawing conclusions as a method to determine the causes and efforts to overcome them. The results show that by applying the Ballast Water Performance Standard (Reg.D-2) with a combination of treatment technology, it can protect the maritime environment with the required ballast water performance standards. As required in the convention concerning the control and management of ballast water and sediment from ships/The International Convention for The Control and Management of Ship's Ballast Water and Sediments, 2004, in this convention it is required that ships of 400 gross tonnage and above are subject to this convention, not including floating platforms, FSUs and FPSOs are required to participate in the survey determined and meet the requirements of the BWM Convention. The conclusion of this study is that by installing BWMT to meet Reg. D-2 can protect the maritime environment from the spread of foreign species or aquatic organisms and pathogens.

Ballast water is recognized as a leading pathway for the introduction of aquatic non‐indigenous species which have caused substantial ecological damage globally. Following international regulations, most international ships will install a ballast water management system (BWMS) by 2024 to limit the concentration of aquatic organisms in ballast water discharges; however, these new technologies may not operate as expected at global ports having variable water quality or may periodically malfunction. Using simulations informed by empirical data, we investigated the risk of non‐indigenous species establishment associated with BWMS inoperability and evaluated potential mitigation strategies. Scenarios considered included bypassed or inoperable BWMS achieving no reduction in organisms, and partially functioning BWMS with discharged organism concentrations exceeding permissible limits. These scenarios were contrasted to outcomes with fully functioning BWMS and to voyages where ballast water exchange (BWE) was used to mitigate risk. Partially functioning BWMSs were nonetheless beneficial, reducing organism concentrations in ballast and thus establishment risk. When a BWMS is bypassed or partially functioning, BWE is a useful emergency mitigation measure, reducing establishment risks more than partial BMWS. However, the greatest risk reduction was achieved when partial BWMS and BWE were combined. Voyage‐specific characteristics such as concentration of organisms at uptake and destination port salinity can affect the optimal management strategy for voyages when the BWMS does not achieve compliant discharges. Synthesis and applications. The risk of aquatic invasions and their associated ecological damages can be substantially reduced by using a ballast water management system (BWMS) and/or ballast water exchange (BWE). When a BWMS is inoperable, appropriate mitigation measures should be decided on a trip‐by‐trip basis considering voyage route and reason for BWMS inoperability (when known). BWE is a useful strategy for reducing invasion risk, except when uptake concentrations are very low. Combining BWE and partial BWMS always reduced risk compared with BWE alone, but did not greatly reduce risk when uptake concentrations were high.

Ratification of the International Maritime Organization (IMO) International Convention for the Control and Management of Ships' Ballast Water and Sediments (BWMC)[i] has now forced the hand of operators and ship owners to comply with the BWM, and without a great deal of time to react. The need to integrate and operate Ballast Water Treatment (BWT) Systems on In-Service ships, however, is not new, and BMT have recent and relevant experience in end-to-end BWT system solutions. In 2011 BMT Defence Services Ltd (BMT) produced the installation specification to enable A and P Falmouth Ltd (A and P) to carry out a ballast water treatment plant retrofit installation on the RFA Bay Class ships (i.e. RFA MOUNTS BAY, LARGS BAY and CARDIGAN BAY), enabling the ship to be approved and operated in compliance with the BWMC. In addition, BMT produced documentation to enable A and P to arrange, manage and perform the necessary test, trials and commissioning to prove the equipment installation and that it can be operated in accordance with the requirements of the BWMC. The objective of this paper is to take the reader through the process of design and embodiment of a BWT system retrofit on a relatively complex (with respect to the ballast system) ship. The Bay Class ships are Landing Ship Dock (Auxiliary) ships with separate forward and aft ballast systems (to allow the ships to function in their amphibious roles by way of their stern dock), and a ship wide Ballast Stripping system. Key design and engineering considerations are discussed below and recommendations for the installation of a ballast water treatment system are also offered. International Convention for the Control and Management of Ships' Ballast Water and Sediments, International Maritime Organization, Adoption: 13 February 2004; Entry into force: 8 September 2017.

The International Convention for the Control and Management of Ships' Ballast Water and Sediments (BWM Convention) aims to mitigate the introduction risk of harmful aquatic organisms and pathogens (HAOP) via ships’ ballast water and sediments. The BWM Convention has set regulations for ships to utilise exceptions and exemptions from ballast water management under specific circumstances. This study evaluated local and regional case studies to provide clarity for situations, where ships could be excepted or exempted from ballast water management without risking recipient locations to new introductions of HAOP.Ships may be excepted from ballast water management if all ballasting operations are conducted in the same location (Regulation A-3.5 of the BWM Convention). The same location case study determined whether the entire Vuosaari harbour (Helsinki, Finland) should be considered as the same location based on salinity and composition of HAOP between the two harbour terminals. The Vuosaari harbour case study revealed mismatching occurrences of HAOP between the harbour terminals, supporting the recommendation that exceptions based on the same location concept should be limited to the smallest feasible areas within a harbour.The other case studies evaluated whether ballast water exemptions could be granted for ships using two existing risk assessment (RA) methods (Joint Harmonised Procedure [JHP] and Same Risk Area [SRA]), consistent with Regulation A-4 of the BWM Convention. The JHP method compares salinity and presence of target species (TS) between donor and recipient ports to indicate the introduction risk (high or low) attributed to transferring unmanaged ballast water. The SRA method uses a biophysical model to determine whether HAOP could naturally disperse between ports, regardless of their transportation in ballast water. The results of the JHP case study for the Baltic Sea and North-East Atlantic Ocean determined that over 97% of shipping routes within these regions resulted in a high-risk indication. The one route assessed in the Gulf of Maine, North America also resulted in a high-risk outcome. The SRA assessment resulted in an overall weak connectivity between all ports assessed within the Gulf of the St. Lawrence, indicating that a SRA-based exemption would not be appropriate for the entire study area.In summary, exceptions and exemptions should not be considered as common alternatives for ballast water management. The availability of recent and detailed species occurrence data was considered the most important factor to conduct a successful and reliable RA. SRA models should include biological factors that influence larval dispersal and recruitment potential (e.g., pelagic larval duration, settlement period) to provide a more realistic estimation of natural dispersal.

The paper analyses statutory foundations applicable to ships requiring to be exempted from the mandatory installation of the ballast water management system. In particular, it deals with ships sailing on regular international lines but within the semi-closed seas, such as the Adriatic Sea. The legal framework is set out in the International Convention for the Control and Management of Ships’ Ballast Water and Sediments (BWM, 2004), the IMO Guidelines for Risk Assessment A-4 (G7), and the Croatian Ordinance on Ballast Water Control and Management, 2012 [Pravilnik o upravljanju i nadzoru balastnih voda]. The paper presents the model procedure to be followed by main stakeholders, mainly national maritime administrations and shipping companies. The paper outlines the main advantages and disadvantages of the whole process and analyses several cases of good practice. Furthermore, the main stakeholders in the approval procedure and their responsibilities are described, available risk assessment models are analysed, with the particular emphasis on the species-specific risk assessment method as the most preferred method. Finally, the need for cooperation between the involved states and their maritime administrations is considered. It is concluded that bilateral and regional cooperations are an essential element in preserving the marine environment of any sea area. In that respect, the proposed model of the BWM system exemption approval in closed and semi-closed seas, such as the Adriatic Sea, is essential for shipping companies connecting ports in different countries on regular routes. Although demanding in respect of efforts and time, a procedure is viable and may be carried out in due time and with satisfactory outcomes.