Ballast Sediments Research Articles

The prevalence of potential pathogens in ballast water and sediments of oceangoing vessels and implications for management

Ballast water and sediments can serve as prominent vectors for the widespread dispersal of pathogens between geographically distant areas. However, information regarding the diversity and distribution of the bacterial pathogens in ballast water and sediments is highly limited. In this study, using high-throughput sequencing and quantitative PCR, we investigated the composition and abundance of potential pathogens, and their associations with indicator microorganisms. We accordingly detected 48 potential bacterial pathogens in the assessed ballast water and sediments, among which there were significant differences in the compositions and abundances of pathogenic bacterial communities characterizing ballast water and sediments. Rhodococcus erythropolis, Bacteroides vulgatus, and Vibrio campbellii were identified as predominant pathogens in ballast water, whereas Pseudomonas stutzeri, Mycobacterium paragordonae, and Bacillus anthracis predominated in ballast sediments. Bacteroidetes, Vibrio alginolyticus, Vibrio parahaemolyticus, and Escherichia coli were generally detected with median values of 8.54 × 103−1.22 × 107 gene copies (GC)/100 mL and 1.16 × 107−3.97 × 109 GC/100 g in ballast water and sediments, respectively. Notably, the concentrations of Shigella sp., Staphylococcus aureus, and V. alginolyticus were significantly higher in ballast sediments than in the water. In addition, our findings tend to confirm that the indicator species specified by the International Maritime Organization (IMO) might underestimate the pathogen risk in the ballast water and sediments, as these bacteria were unable to predict some potential pathogens assessed in this study. In summary, this study provides a comprehensive insight into the spectrum of the potential pathogens that transferred by ship ballast tanks and emphasizes the need for the implementation of IMO convention on ballast sediment management.

The Study on the Ballast Water Management of Mailiao Exclusive Industrial Harbor in Taiwan

In 2004, the International Maritime Organization (IMO) adopted the International Convention for the Control and Management of Ships Ballast Water and Sediments (BWM Convention). Taiwan’s government has been in line with the BWM Convention’s obligations by passing several administrative orders and adopted the 3 + 1 Port State Control (PSC) procedure. International trade ports in Taiwan include commercial ports and exclusive industrial harbors. The industrial harbor in Taiwan is unique in the world, so the 3 + 1 PSC procedure cannot be directly applied to the industrial harbor. Based on document analysis, this study discusses the similarities and differences between commercial ports and industrial harbors. The regulations and systems for ballast water management in Taiwan and how they can be applied to industrial harbors are also discussed. Judging from the results of this study of regulations, commercial ports and industrial harbors differ in applicable laws, competent authorities, and construction and management units. However, in operational practice, industrial harbors should be regarded as a commercial port whose use is restricted. Therefore, this study posits that industrial harbors should be classified as commercial ports in Taiwan’s ballast water management system. Classifying industrial harbors as falling outside commercial ports may cause management difficulties and may even cause trouble for international shipping. It is suggested that the Ministry of Economic Affairs (MOEA) first discusses with the Ministry of Transportation and Communications (MOTC) and the Ocean Affairs Council (OAC) to confirm whether industrial harbors are inside or outside the category of commercial ports, and then decide on a management system and suitable laws and regulations for integrating industrial harbors with commercial ports and international affairs.

Deciphering the characterization, ecological function and assembly processes of bacterial communities in ship ballast water and sediments

Various microorganisms are transported worldwide via the water and sediments inside ship ballast tanks. Nevertheless, the ecological functions and assembly processes of bacterial communities in ballast water and sediments remain poorly understood. Here, we investigated the bacterial composition, community assembly processes, and putative functions through analyses of 70 ballast water and sediment samples obtained from various ships. The results showed that the ballast sediments contained a higher diversity of bacterial communities, whereas the ballast water was characterized by the dominance of Proteobacteria. Both the composition and potential function structures of bacterial communities were clearly different between the ballast water and sediment samples. The ballast water exhibited an abundance of microorganisms that involved in sulfur oxidation, whereas the bacterial species associated with nitrogen metabolism were abundant in the sediments. Co-occurrence network analysis revealed that the communities in ballast sediment samples possessed more complex network structures with higher modularity and positive associations among bacterial populations. Stochastic processes, especially the dispersal limitation process played the most important influence in the assembly of the communities in ballast water. Meanwhile, the bacterial communities in the ballast sediments were primarily governed by the homogeneous selection of determinacy. The results from this study will help us understand the ecological processes related to the bacterial communities in the ballast tanks and provide a foundation for the management of ballast water and sediments.

Risk assessment and exemption approval procedure for the semi-closed seas according to the International Convention for the Control and Management of Ships’ Ballast Water and Sediments, 2004

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.

Invasion risk to Yangtze River Estuary posed by resting eggs in ballast sediments from transoceanic ships

Biological invasions and loss of biodiversity are serious problems of increasing globalization. The hypothesis that resting eggs in ballast sediments from transoceanic ships provide an invasion of nonindigenous species was tested by directly comparing egg communities between ballast and natural sediment. The richness, abundance and taxonomic composition of resting eggs were quantified for sediments collected from transoceanic ships arriving at Shanghai Port and natural seafloor of the Yangtze River Estuary. Twelve species were identified in ballast sediments with an average abundance of 19.0 ind. kg−1, while eleven species were identified in natural sediments with an average abundance of 55.3 ind. kg−1. Seven of twelve ballast species were potential invaders compared with natural sediments. The invertebrate communities of resting eggs in ballast sediments differed from those in natural sediments, based on non-metric multidimensional scaling and analysis of similarity. Hatching experiments on resting eggs from ballast sediments showed that there were 1.4 ind. kg−1 copepod nauplii hatched within the first 24 h, suggesting the invasive risk would be present during the first day of de-ballasting. These results indicate that sediments within ballast tanks posed a potential risk for estuarine communities.

Record of the non-indigenous species Sternaspis aff. nana Zhadan, Tzetlin & Salazar-Vallejo, 2017 (Annelida: Sternaspidae) in the Southwest Atlantic Ocean

The introduction of non-indigenous marine species in new habitats is generally associated with ships arriving at ports, driven by species transported in ballast water and sediment and biofouling communities on ship hulls, drifting object and underwater surfaces in dock areas. The present paper reports the record of the specie Sternaspis aff. nana in the Atlantic Ocean, discussing its possible conservation status and method of arrival to Brazil. Sediments samples were collected in the external area (11 m depth) of the Suape Harbor (Brazil) in February 2018. Two individuals of Sternaspis aff. nana were recorded, representing the first record of this species in the Southwest Atlantic Ocean. The way S. aff. nana arrived in Brazilian waters cannot be easily determined, the short-lived lecithotrophic larvae of sternaspids suggest that the specimens found in Suape have arrived in ballast sediment. An increase in trade between Brazil and Asian countries since the 2000s has led to that more ships coming from China having arrived in Brazilian harbors. The arrival of S. aff. nana, originally described in the South China Sea, in the Suape harbor area may have resulted from this intense movement of ships between China and Brazil.

PRELIMINARY INVESTIGATION OF THE CHEMICAL COMPOSITION OF BALLAST WATER AND TANK SEDIMENTS OF SELECTED SHIPS WITHIN THE LAGOS HARBOUR, NIGERIA

Ballast water is important for safe and efficient operation of vessels, helping to maintain stability during voyage in seas and docking in harbours. However, ballast water can pose considerable environmental challenges because they are often laden with polluted sediments and invasive species. The Lagos Harbour, which houses in the largest port in West Africa, receives about five thousand vessels annually which discharge ballast water and tank sediments into the water with the potential to cause environmental pollution. In the Nigerian context there is high potential for pollution due to weak regulations, poor enforcement and limited research of this kind in order to understand their composition, fate and impacts. This study aims at characterizing the chemical composition (Heavy metals- Arsenic, Cadmium, Chromium, Copper, Lead & Zinc, as well as carbon and nitrogen content) of the ballast water and the tank sediments because of their positive correlation with the survival of invasive species in the ballast water and tank sediments. Water samples were collected from four ships (2 cargos and 2 tankers) within the Lagos Harbour; surface (1-5 cm) sediment samples were scooped from ship tanks using a specialized grab for sampling ballast sediments. The sediments were transferred in specialized sample containers (cool boxes) to the University of Portsmouth in United Kingdom for analysis. Total metal concentrations were analysed using X-ray fluorescence (XRF). They were subjected to two acid digestions: Aqua regia (AR) and 1 M hydrochloric acid (1 M HCl) following the procedures set out by the Canadian National Water Research Institute (NWRI) and the United States Environment Protection Agency (US-EPA Method 3050B). Total carbon and nitrogen contents were determined using an in-line Yanaco MT-5 CHN analyser. The results obtained were compared with established guidelines and subjected to correlation and Principal Component Analysis (PCA). The findings indicated high concentrations of Nickel, Lead, and Zinc in the sediments with values of 59.6 mg/kg, 33.75 mg/kg and 43,145.7 mg/kg respectively which exceeded NOAA and CSQGs permissible standards. Tanker vessels contained relatively higher concentrations of the pollutants than cargo vessels. The findings from this study provide useful baseline data which will guide a more intensive investigation of the chemical composition of ballast water and tank sediments for effective comparison with what is obtainable elsewhere in the world. The maritime industry needs to pay close attention to ballast as a potential source of marine pollution particularly in developing countries like Nigeria where there is limited regulation for management of coastal areas with respect to shipping activities. The IMO needs to direct further effort at investigating the non-biological components of ballast water and sediments in order to protect valuable biodiversity. Keywords: Coastal Pollution, Ballast Water Management, Ships, Analytical Techniques

About the Results of Monitoring Researches of Ballast Waters and Data of Identification of the Vibrioes Strains Selected During the Ships Researches in Russian Seaports in 2018

Relevance. In September, 2017 the International Convention on Control of Ships’ Ballast Waters and sediments, in which the Russian Federation takes part, came into effect.Aim of article is to cover the results of implementation of the Convention in Russia, regarding selection and analysis of ballast waters tests for compliance with the international standard.Material and methods. The materials for work were data on ship arrivals at the international seaports of the Russian Federation, provided by sanitary and quarantine departments of the Russian ports, and monitoring researches of ballast waters in seaports of some regions of the Russian Federation. Analytical, bacteriological, molecular methods were applied.Results. The studies of ballast waters in the Leningrad and Kaliningrad regions have been conducted for the first time in 2018, and in the Rostov region the study lasts since 2010. The laboratory researches of ships’ ballast showed that E. coli, Enterococcus spp. were in norm, V. cholerae O1 and O139 in ballast were absent. 12 of 21 ballast water tests investigated by specialists of the Rostov region laboratories contained V. cholerae non-O1/non-O139, ballast was taken on the ships which arrived from Romania and Turkey.Сonclusion. The results of the molecular and genetic researches suggest that there is a probability of V. сholeraе introduction brougth with ship ballast. Management decisions are demanded to ensure biological safety of shipping and to decrease intestinal infections incidence in residents of the seaside cities.

Improving estimation of phytoplankton abundance and distribution in ballast water discharges

With the International Maritime Organization’s (IMO) International Convention for the Control and Management of Ships’ Ballast Water and Sediments now in force, determining abundance and distribution of phytoplankton inside ballast tanks is critical for successful ballast water management, particularly when assessing compliance. The relationship between the abundance and distribution of cells was examined to obtain the best representative sample of the entire phytoplankton community in ballast tanks, comparing three ballast water sampling techniques including in-line, in-tank, and Van Dorn bottle methods. Lloyd’s index, Dy, and Gini index were applied to compare methods of sample collection and determine representativeness of samples and performance of sampling methods. Phytoplankton abundance trends from live microscopy counts using fluorescein diacetate (FDA) were also compared to those using a FlowCAM on preserved samples. The phytoplankton community showed a patchy distribution inside the ballast tank and this trend was observed across all voyages. The estimated marginal mean analysis showed that in hypothetical conditions (e.g., 702 m3 of water in ballast tank and phytoplankton whole-tank abundance of 19,522 cells), the difference among the three methods was small. Conversely, statistical analysis performed on empiric abundances using a negative binomial regression model determined that the volume discharged during sampling of ballast water has an effect on the number of cells collected on a given voyage. Results of this study also confirmed that the in-line method may be a better method at collecting phytoplankton samples from ballast tanks than the in-tank or Van Dorn method, regardless of the time at which samples are collected. Finally, the number of living cells and the number of preserved cells showed similar trends for most of the voyages, despite fewer samples analyzed using FDA.

ПРОБЛЕМЫ И ПУТИ СНИЖЕНИЯ АНТРОПОГЕННОГО ВОЗДЕЙСТВИЯ НА ВОДЫ МИРОВОГО ОКЕАНА

The article touches upon the current problems of pollution of the oceans. The significant role of the ecosystem, fauna and flora of the World Ocean in the formation of climate on the planet are noted. The oceans, as a powerful regulator of climate and weather, plays an extremely important role in the development of life on Earth, controls oxygen balance, provides food, biological and mineral resources, etc. One of the global tasks that humanity needs to solve is the reduction (prevention) of negative impacts on aquatic ecosystems. Especially detrimental to the ecology of the oceans are drilling works, production and transportation of liquid hydrocarbons by tankers, because in the process of work there takes place the water surface pollution producing a thin oil film. With sewage waters from the industrial enterprises a huge amount of toxic heavy metal compounds enter the World Ocean. The source of pollution is the ballast water from vessels, which serve to ensure the balance and stability of the vessels. At present, man has already faced such problems as the greenhouse effect, warming trend on Earth, melting of ice at the North Pole and South Pole, rising sea levels above 3 m, reducing biological productivity of the World Ocean, etc. The invasion of alien organisms, including pathogenic ones for the ecosystem and humans, is considered in detail. The standards of the International Maritime Organization (IMO) for ballast discharged water have been given. Existing methods of ballast water treatment are described in accordance with the requirements of the International Convention on control and management of ships' ballast water and sediments 2004. The possible ways of combating pollution of ocean waters are proposed as an important element for protection of the ecosystem of the World Ocean.

Ballast water management and their system processing

Ballast water provides stability and maneuverability to a ship. Large ships can carry millions of gallons of ballast water. Ballast water discharged by ships can have a negative impact on the marine environment. There are thousands of marine species that may be carried in ships’ ballast water; In order to reduce the risk of new introductions of exotic species, the UN International Maritime Organization (IMO) has adopted the International Convention for the Control and Management of Ship’s Ballast Water and Sediments in 2004. This Convention aims ‘to continue the development of safer and more effective Ballast Water Management options that will result in continued prevention, minimization and ultimate elimination of the transfer of harmful aquatic organisms and pathogens’. To prevent possible invasions, organisms should not be discharged from ballast tanks. This can be achieved by treating the ballast water, for instance by killing organisms that are travelling in the ballast water.

A Ship's Ballasting History As an Indicator of Foraminiferal Invasion Potential – an Example from Prince William Sound, Alaska, Usa

AbstractWe investigated the potential role of ballast sediment from coastal and transoceanic oil tankers arriving and de-ballasting in Port Valdez as a vector for the introduction of invasive benthic foraminifera in Prince William Sound, Alaska. Forty-one ballast sediment samples were obtained during 1998–1999 from 11 oil tankers that routinely discharged their ballast in Prince William Sound after sailing from other West Coast (Los Angeles/Long Beach Harbor, San Francisco Bay, and Puget Sound) or foreign ports (Japan, Korea, and China) where they originally ballasted. Forty of these samples contained benthic foraminifera, including 27 (66%) with the introduced species Trochammina hadai Uchio from nine (81%) of the ships. In all, 59 species were recovered and foraminiferal abundance peaked at 27,000 specimens per gram dry sediment. Of the 41 samples, three were stained and living benthic foraminifera were recovered in all three of them. The entrained foraminifera reflected the number of times ballasting occurred (single or multiple sources), the location of ballasting (estuarine or offshore), and post-acquisition alteration of the sediment (i.e., growth of gypsum crystals at the possible expense of calcareous tests). In temperate regions, sediment samples resulting from single-source ballasting in estuaries (SSBE), multiple-source ballasting in estuaries (MSBE), single-source ballasting offshore (SSBO), and a combination of SSBO and SSBE or MSBE, typically contained increasingly higher species richness, respectively. The potential for foreign species invasion is dependent on the presence of viable candidates and their survivability, their abundance in the ballasting location, and the number of times ballasting occurs, most of which are evident from the ship's ballasting history. We estimate that 442.1 billion to 8.84 trillion living foraminifera were introduced into Port Valdez in a single year, suggesting it is quite likely that an invasive species could be successfully established there.Trochammina hadai is a good example of a successful invasive in Prince William Sound for the following reasons: 1) the species is abundant enough in U.S. West Coast and foreign ports where ballasting occurs that sufficient individuals needed for reproduction may be transported to the receiving waters; 2) Port Valdez, in particular, receives repeated and frequent inoculations from the same source ports where T. hadai is present; 3) large quantities of sediment are taken up by commercial vessels during ballasting and benthic foraminifera occur in abundance in ballast sediment; 4) ballast sediment provides a suitable environment in which benthic foraminifera can survive for extended periods of time during transport; 5) T. hadai flourishes in a wide range of temperatures and environmental conditions that characterize both the ports where ballasting takes place as well as in Port Valdez where de-ballasting occurs; and 6) the species is capable of asexual reproduction and possibly the ability to form a dormant resting stage, both of which have the potential to lower the threshold for colonization. Clearly, ballast sediment is a viable vector for the introduction of T. hadai and other invasives into Alaskan ports and elsewhere worldwide.

An interval type-2 fuzzy QUALIFLEX approach to measure performance effectiveness of ballast water treatment (BWT) system on-board ship

ABSTRACTBallast water is of paramount importance for safe and efficient shipping operation since it provides ship’s strength and stability. The ballast water, on the other hand, poses serious marine ecological problems due to the non-indigenous species (NIS) carried in sea water. The International Maritime Organisation introduced International Convention for the Control and Management of Ships’ Ballast Water and Sediments (BWM Convention) to prevent the spread of harmful species from one region to another via ballast water. According to the convention, each ship must be equipped with a proper ballast water treatment system (BWTS). In this context, this paper is aimed at measuring the performance effectiveness of current BWTS used in ships. To achieve this purpose, a Qualitative Flexible (QUALIFLEX) method is used under interval type-2 fuzzy sets (IT2FSs) environment. While the QUALIFLEX handles all possible permutations of the alternatives for outranking, the IT2FSs deal with uncertainty this paper provides practical benefits to ship owners, ship’s safety inspectors, managers and marine environmentalists during decision-making progress of the BWTS settlement on-board ship.

The Compliance of Ship's Crew Toward International Convention Implementation for Controlling of Ballast Water and Sediment from Ships In Offshore Port of Taboneo

This study aims to analyze the level of compliance of the ship’s crew toward The BWM Convention. (Ballast Water Management Convetion). This research is kind of qualitative using a research design that relates the independent variables and the dependent variable at the same time. The study was conducted in the Offshore Port of Taboneo with a total sample of 54 respondents. The research data is primary data from interview by using questioner and secondary data obtained from interview and literature study. The results showed that the Compliance of the crew on the ship that has been equipped with Ballast Water Treatment System (BWTS) is 66.67 % of respondents fall into the category approach to obedient and 33.33 % of respondents approach to non-obedient category. So also the compliance of crew on board ship that has not been equipped with BWTS there are as many as 60.61 % of respondents fall into the category approach to obedient and 39.39 % of respondents approach to non-obedient category.

선박평형수관리협약의 시행상의 한계와 향후 과제

해양환경의 보호 및 보전에 관하여 해양법협약은 제12장에 별도의 조항을 가지고 있으나 세부적인 규칙에 관한 내용보다는 일반적인 권리와 의무에 관한 내용을 중심으로 규정되어 있다. 국제해사기구는 해상안전, 해양오염방지 등에 있어 사실상(de facto)의 규범적 관할권을 가지고 있으며, 이 가운데 선박이 복원성을 확보하기 위하여 주입하는 평형수가 다른 지역에서 배출될 경우 유해수 중생물 및 병원균의 이동과 유입을 유발하여 생물다양성의 보존과 친환경적인 이용을 위협할 수 있다는 우려를 방지하고자 선박평형수관리협약을 채택하였다. 이는 해양법협약의 목표를 구체적으로 이행하는데 중요한 역할을 할 것으로 기대하고 있다. 그러나 동 협약이 2004년 채택 이후 장기간 회원국의 노력 끝에 2017년 발효 되면서 궁극적으로 D-2규칙에 따른 배출수 처리방식의 불안정성, 형식승인의 기준 변경에 따른 이해당사자의 부담이 증가하고 있을 뿐만 아니라 여전히 많 은 국가들이 동 협약을 수용하지 않고 별도의 규정을 제시함으로써 선박 운항 상의 통일된 업무를 수행하지 못하는 문제점이 제기되고 있다. 이 논문에서는 환경협약 특성상 법률과 기술의 개발 사의의 상호연관성에 따른 협약의 불필요한 지연으로 인한 이해관계자의 피해방지 조치, 협약채택 이후 발효시기까지의 장기간의 시간적 간극을 해소하기 위한 조치의 필요성, 항만국통제관의 통제능력 강화조치 및 선박평형수관리협약의 강행법규로서 지위확보의 필요성등을 대안으로 제시한다.

Ballast water management for sustainable development – some remarks on Polish law

The main aim of the International Convention for the Control and Management of Ships’ Ballast Water and Sediments (BWM Convention) is to prevent, minimize and ultimately eliminate the risk of introducing harmful aquatic organisms and pathogens (HAOP) transferred in ships’ ballast waters and sediments to non-native environment for them, mainly for waters in seaports and coastal waters. The BWM Convention entered into force globally on 8 September 2017. This convention is based on the precautionary principle and the ecosystem approach to achieving sustainable development goals. Effective protection and preservation of the maritime environment depends on the preventive and reasonable actions, especially in case of environmental threats or combating pollution. This means that it is necessary to react efficiently by relevant authorities and boost international and regional cooperation, as well as development of other instruments such as inspection and reporting systems. The purpose of this paper is to present the state of preparation to the implementation of the BWM Convention in connection with its ratification by Poland, which is planned for 2018.

Ballast water sediment management in ports

In order to estimate the possible effects of existing ballast tank sediment management routine in ports the respective legal framework from different states was examined and the operational modes of selected Adriatic shipyards was analysed. The goal was to determine if the States' administration and ports' management are aware of risks which sediments pose to human health and environment due to possible presence of harmful aquatic organisms and pathogens (HAOP) or high concentrations of heavy metals. The analysis revealed that sediments from ballast tanks after being collected, are subject to the same handling procedure as any other waste material generated during ships' repair and maintenance. In addition, measures preventing sediment drainage into the sea or procedures for analyzing the presence of heavy metals or toxics have not been identified. The paper proposes the procedures ensuring the more advanced level of protection from HAOP and potentially toxic substances from ballast sediment.

선박평형수 관리 선박직원 교육 매뉴얼 개발에 관한 연구

International Convention for the Control and Management of Ship’s Ballast Water and Sediments(hereafter BWMC) adopted on 2004 will take effect on Sep. 2017. Republic of Korea established national law named Ballast Water Management Act to implement IMO’s BWMC and ship officer in charge of Ballast Water Management takes mandatory training by ship owner or approved training center according to national law. This study is to develop standardized training manual containing practical skills and knowledge for successful implementation of BWMC and national law. In order for the development of training manual, first of all, the requirements of BWMC are analyzed and the tendency of foreign nations concerning with ship officer’s training is surveyed. Moreover, it suggests subjects and training contents which the officers are necessarily skilled. Shipowners and training centers are urged to utilize the developed training manual. However, the manual should be applied with consideration for ship type, service area and ship size etc. The onboard training should be reflected to Ballast Water Management Plan to supplement the consideration and defect.

Seafarers’ perceptions of training towards compliance with the Ballast water management (BWM) convention

ABSTRACTMerchant shipping is moving more than 10 billion tons of ballast water around the world annually, placing human health at risk and causing ecological and environmental damage through the transportation of pathogens and marine aquatic species. The International Convention for the Control and Management of Ships’ Ballast Water and Sediments (BWM Convention) adopted by the International Maritime Organization (IMO) to address this issue, is set to enter into force on the 8 September 2017. Once the Convention enters into force, seafarers conducting ballast water management (BWM) operations will need in-depth knowledge of the Convention and be proficient with standards and best practices. Lack of competence will have serious implications for seafarers (e.g. health hazards and financial penalties); and damage to the marine environment. Based on a perception survey of 25 seafarer students enrolled in their final year of training at the Australian Maritime College (AMC), this research investigates the effectiveness of maritime training providers in delivering training for seafarers certified for operational and management levels of competence, to effectively comply with the BWM Convention. The student perceptions indicated that majority of the students are satisfied with elements of BWM training which are being delivered by the AMC.

Numerical and experimental investigation on the ballast flushing system

The ballast sediments deposit not only provide the breeding ground for the survival organisms, but also affect the weight balance of the ship and even accelerate the corrosion of the ballast tank. In this work the performance of a ballast water flushing system for the 138,000m3 LNGC (Liquefied Natural Gas Carrier) double bottom cargo ship is studied. A simulation model of the ballast tank was made to conduct the numerical analysis. Besides, a scaled experimental setup was established on basis of the similarity principle. With different injecting velocities at the flushing inlet, the sediments distribution in the ballast tank is investigated and the energy consumption of the circulating pump is studied. The results show that by flushing the ballast water on the bottom, the sediments first accumulate at the far end, with the sediments volume fraction climbs up to 10–30%, before gradually getting removed over time. Further, higher inlet velocity leads to a more rapid decrease of average sediments proportion in the ballast tank over time, but the energy consumption in circulating pump significantly increases as well. The required power for this proposed ballast water flushing system is within the common range and thus applicable in the cargo ship.