Search Results (42)

Ballast water (BW) poses the risk of introducing species. Therefore, ships install the ballast water management system (BWMS) to reduce the risks caused by BW. To gain a deeper understanding of the treatment effectiveness of the BWMS, in this study we compared the effectiveness of four different treatment processes of BWMSs on seawater phytoplankton, which were electrochlorination treatment, hydroxyl radical oxidation treatment, membrane separation and deoxygenation treatments, and UV irradiation treatment. The results showed that all four BWMSs had a reduction in phytoplankton density of over 99%. In terms of phytoplankton taxa, the effectiveness of the four BWMSs was different. The taxa removal rates of the four BWMSs were 81.25%, 39.58%, 59.31%, and 74.49%, respectively. Electrochlorination treatment and UV irradiation treatment were significantly more effective than hydroxyl radical oxidation treatment and membrane separation and deoxygenation treatments. The residual phytoplankton taxa were mainly dinoflagellate and diatoms, such as Cucumeridinium, Prorocentrum, Navicula, and Skeletonema. Taxa that can tolerate treatment may be more likely to survive and reproduce. There is still a need to continue to strengthen the development and research on the BWMS in the future to promote the development of BW management. Full article

Ballast water represents a significant vector for the transfer of aquatic organisms and chemical pollutants. Although various groups of transported microorganisms can have a negative impact on native species of aquatic fauna, the available literature usually focuses on larger organisms. This is important because microorganisms cause changes in the balanced aquatic environment, including a stable trophic pyramid. The objectives of this study were twofold: (i) to determine the seasonal changes in the microbiota of the ballast water of long- and short-range ships entering the southern Baltic port, with a focus on fish pathogenic microorganisms and (ii) to potentially assess the threat to the ichthyofauna caused by the introduction of these microorganisms into the aquatic environment. The analytical results demonstrated notable variability in microbial density across the samples, contingent on the distance traversed by the ships. The samples of ballast water collected in autumn exhibited the highest microbial density compared to those collected in spring and summer. The samples contained yeast (1.00–2.98 log cfu/mL), mold (1.30–3.26 log cfu/mL), and bacteria (2.18–4.61 log cfu/mL), including amylolytic bacteria (0.95–3.53 log cfu/mL), lipolytic bacteria (0.70–2.93 log cfu/mL), and proteolytic bacteria (0.70–2.39 log cfu/mL). The most prevalent were the Pseudomonas bacteria (0.48–4.40 log cfu/mL), including Pseudomonas fluorescens (0.20–2.60 log cfu/mL. The port waters in spring and summer were primarily characterized by the presence of bacteria belonging to the genus Bacillus. Additionally, the samples exhibited the presence of Intestinimonas, Oceanobacillus, and Virgibacillus bacteria. The short-range vessel samples were populated primarily by bacteria belonging to the genus Bordetella, accompanied by Oligella, Brackiella, and Basilea oraz Derxia, while the ballast water of long-range ships contained mainly Acholeplasma and Clostridium, accompanied by Bacillus, Peptosteptococcus, Intestinibacter, Terrisporobacter, Anaerobacillis, Anaerofustis, Oxobacter, and Listeria. A phylogenetic analysis of the bacteria recorded in the ballast water revealed the presence of species, including Bordetella and Acholeplasma, which can facilitate the colonization of aquatic organisms by pathogenic entities. The results of this study showed that despite the use of water treatment systems on ships, ballast waters carry microorganisms that can negatively impact new environments, including local fish populations (e.g., P. fluorescens). These observations point to the need for further research on the effectiveness of ballast water management systems used to date to minimize the environmental impact of organisms carried in ships’ ballast water to preserve natural resources and environmental sustainability in port waters. Full article

The Atlantic blue crab Callinectes sapidus, which is native to the western Atlantic coast and listed among the 100 most invasive alien species in the Mediterranean Sea, is attracting a great deal of interest because of its rapid colonisation of new areas, the significant increase in its population, and the impacts it may have on ecosystems and ecosystem services. Outside its natural distribution range, the species was first found on European Atlantic coasts in the early 1900s and was introduced into the Mediterranean Sea a few decades later, probably through ballast water. Currently, it is found in almost the entire Mediterranean Basin and is also expanding into the Black Sea and along the north African and Iberian Atlantic coasts. Based on a systematic review of C. sapidus occurrences, this study describes its distribution, aggregation patterns, and spatial structure in Northwest Europe, the Mediterranean Sea, and adjacent waters through a series of ecological indicators elaborated using GIS spatial–temporal statistics. The main results highlight that the species is expanding in the Mediterranean and adjacent waters, while in northern Europe, the population remains confined in some areas. Furthermore, the main species detection methods are analysed, finding that traps and nets are the most frequently used methods, and management suggestions are provided. Full article

Recent years have witnessed a growing awareness of the critical role that maritime transport plays in global sustainability, given its significant environmental, economic, and social impacts. Central to this concern is the management of ballast water, which, if not properly treated, can lead to the introduction of invasive species, biodiversity loss, and substantial economic and health repercussions. Traditional risk assessment models often fail to capture the complex uncertainties inherent in environmental risks associated with ballast water. This study introduces an innovative fuzzy logic-based risk assessment model designed to enhance decision-making processes in maritime operations by accurately assessing and mitigating the environmental risks of ballast water discharge. The model, structured using three fuzzy systems, integrates human reasoning with mathematical precision, providing an effective tool for sustainable maritime practices. The integrated fuzzy system employs 18 variables as inputs and yields three outputs (ballasting, ballast exchange, and de-ballasting risk). To evaluate the performance of the developed system, various data sets are used and tested through the MATLAB Fuzzy Toolbox. By aligning maritime operations with sustainability principles, this research contributes to the preservation of marine ecosystems, supports the economic stability of marine-dependent industries, and safeguards public health, underscoring the interconnectivity of maritime transport management with overarching sustainability objectives. Full article

Underwater remotely operated vehicles (ROVs) are linked to the surface through a tether that is usually controlled by a human operator. The length of the tether being deployed in the water in real time is a critical determinant of the success of the mission, and the problems of entanglement and cable stretching must be anticipated to the greatest possible extent. This paper describes a low-cost and setup-friendly solution for managing the length of a neutrally buoyant tether using a balanced buoy–ballast system implemented on the part of the tether proximal to the ROV. Embedded in the system is a curvature sensor that helps to control the cable feeder on the surface. This represents a useful solution for smoothing tether movements and to damp external disturbances. The results of experiments carried out in water tanks demonstrate the benefits of this solution in allowing the cable to maintain a semi-stretched shape while ensuring that the ROV avoids being pulled by the cable. Possible applications for a surface vehicle linked to an ROV through a tether equipped with this compliant buoy–ballast system include exploration or cartography missions in shallow waters. Full article

Ballast water management systems (BWMSs) using active substances (AS) have been subjected to land-based tests with artificially increased dissolved organic matter (DOM) and cultured species according to the International Maritime Organization G9 guidelines before the BWMS Code revision. Therefore, data on the environment risk assessment (ERA) of disinfection by-products (DBPs) for actual port DOM and natural species are limited. This study was conducted using seawater from Jangmok Bay, South Korea, during a phytoplankton bloom. In treated water with a high biological content (Group A), the DBPs concentration increased as the initial AS concentration increased. However, in treated water with a low biological content (Group B), the DBPs concentration did not increase as the initial AS concentrations. The higher the residual AS concentration on day 5, the more the DBPs concentration increased, and the composition ratio of the DBPs was also affected. The ERA to individual DBP was evaluated as low given <1 for the ratio of the predicted environmental concentration to the predicted no-effect concentration in port environments exposed to DBPs in discharged ballast water. This result may suggest that the ERA of IMO G9 performed with cultured species and additives could substitute the outcome obtained with natural plankton assemblages. Full article

Ballast water is recognised as successfully transporting non-native (potentially) invasive alien species and other harmful organisms (human pathogens and toxic phytoplankton) from one region to another. Global warming enables the successful adaptation of non-native species in new areas. The early detection of harmful species increases the likelihood that the response will be effective and cause less damage to biodiversity, ecosystems, economies and human health. Scientific evidence strongly points to the importance of prevention. In this context, this refers to continuous port monitoring, carried out with the aim of detecting harmful species soon after their introduction. The objectives of rapid detection are (a) early warning and prevention of further spread of harmful species through ballast water or natural circulation, and (b) a timely response through eradication or other appropriate strategies to reduce the number or spatial extent of introduced species. This paper provides guidance for the development of ballast water management in ports based on a literature review. Available and new methods for identifying marine species and best practises in port monitoring for the early detection of harmful species, as well as early warning and response measures following the introduction of species in ports, are presented and discussed. Full article

One of the most important causes of biodiversity loss are non-indigenous species (NIS), in particular invasive ones. The dispersion of NIS mainly depends on anthropogenic activities such as maritime traffic, which account for almost half of the total NIS introduction in the European seas, as reported by the European Environmental Agency. For this reason, NIS management measures are mainly focused on commercial ports (i.e., ballast water management and Marine Strategy Framework Directive monitoring), underestimating the role of marinas and tourist harbors; these host small vessels (<20 m), such as recreational, fishery, and sail ones without ballast waters, but are also responsible for NIS arrival and spread through the bilge water as well as from hull fouling. With the aim of paying attention to marinas and tourist harbors and validating an innovative molecular methodology for NIS surveillance and monitoring, in the present work, eDNA metabarcoding of cytochrome oxidase subunit I (COI) was applied to both bilge waters and adjacent ones to assess species composition and particularly NIS presence. A total of 140 OTUs/species with extra-Mediterranean distribution were found in the bilge samples; several of these are most likely ascribed to food contamination (e.g., Salmo salar). Excluding food contamination species, twelve of these found in the bilge waters were already known as NIS in the Mediterranean Sea, belonging to algae, mollusks, crustaceans, annelids, echinoderms, and fishes. Nine of these species are new to Italian waters. The results obtained in the present work support the importance of NIS monitoring in marinas and small harbors, particularly in the bilge waters, through eDNA metabarcoding, having detected several potential NIS that otherwise would not have been discovered. Full article

In this study, a numerical simulation of fluid flow through railway ballast in the time domain is presented, providing a model for unsteady-state flow. It is demonstrated that the position of the free surface with respect to time can also be used to solve the steady flow case. The effect of ballast fouling is included in the model to capture the realistic behavior of railway ballast, which is critical to understanding the impact of flooding. A thorough comparison with a range of previous studies, including theoretical and experimental approaches, is made, and very close agreement is obtained. The significant impact of ballast fouling on fluid flow and its potential consequences for railway infrastructure are highlighted by the simulation. Valuable insights into the behavior of water flow through porous media and its relevance to railway ballast management are offered by this study. Full article

Sustainable maritime development needs coherent governance, particularly for the shipping sector, to ensure a stable maritime economy. However, maritime governance in Pakistan is considered inadequate and incoherent and thus poses a serious challenge to sustainability. The National Maritime Policy (NMP) was launched two decades ago, in 2002, to provide an overarching governance framework for long-term benefits, but it is now outdated. This study aimed at analyzing the extent to which the NMP of 2002 is coherent with provincial, national, and international obligations and addresses emerging requirements for the development of a sustainable shipping sector in Pakistan. An analytical framework based on three (03) guiding principles, seven (07) criteria, and twenty-eight (28) indicators was employed using a combination of qualitative and quantitative methods. Coherence across twenty-one (21) governing instruments was analyzed, scored (0–5), and rated on a ratio scale to represent the coherence index for each indicator. Thus, a matrix representing the coherence index score for each indicator individually and in pairwise comparison with the NMP was developed. An overall coherence index was calculated as 2.1, which shows poor coherence across governing instruments. This indicates that the NMP 2002 is unable to address emerging governance needs for sustainability issues such as climate response, pollution control, ballast water management, ecosystem conservation, social well-being, stakeholder engagement, and economic diversification, thus requiring revision to meet the challenges created by incoherent governing instruments at all levels and among segments of the maritime economy. Full article

This paper proposes a comprehensive methodology for the management of submerged cultural heritage sites despite their worldwide location. The methodology is applied to four colonial shipwrecks located in Cartagena de Indias Bay (Colombia), two of them in the Inner Bay and two in the Bocachica sector. Five criteria are used and scored from 1 (indicating a low risk for the wreck) to 5 (high risk). The sum of the scores obtained at each criterion ranges from 5 to 25, and when the value obtained is higher than 15, management action is required. Five criteria were analyzed; (i) The historical criterion is based on the antiquity of the wreck. The ones investigated in this paper are associated with the Battle of Cartagena de Indias (A.D. 1741), having been submerged for ~280 years (all wrecks obtained a score of 3); (ii) The geographical criterion concerns the depth at which the wreck is located, which determines its accessibility. In Cartagena Bay, wrecks are situated at a water depth between 15.6 and 29.7 m (all wrecks were scored 4); (iii) The shipwreck condition criterion indicates the level of preservation, including organic and inorganic material, distinguishing among wooden hulls, ballast stones, and cannons. Obtained scores were 4 and 3 for the wrecks, respectively, located in the Inner Bay and in the Bocachica sector. (iv) The oceanographic criterion, linked to chemical and biological conditions of the water column, influences wreck conservation. All wrecks investigated scored 5. (v) The socioeconomic criterion indicates the multiple maritime and cultural activities presently taking place that might affect the wreck. In Cartagena Bay, all wrecks were scored 4. According to the total score obtained (20—Inner Bay and 19—Bocachica sector), guidelines for shipwreck conservation of cultural heritage in Cartagena Bay are proposed. Full article

In the aluminum industry, one of the most sensitive economic and environmental problems is the management of resulting waste such as slag, ash and sludge, which become potential sources of pollution. Red sludge, which results from the aluminum industry, is a mixture made up of different forms of iron and aluminum oxides, sodium and aluminum silicates, various titanium compounds, constituted in the residue left after the alkaline solubilization of alumina. The Purpose of this research is to quantify the environmental aspects involved in the storage of sludge in a landfill that has an area of 381,189 square meters and is located in the hearth of a former ballast tank in the western industrial area of the town of Oradea, Romania. The objective of the research was to determine the impact of red sludge dumps, which originated from industrial activity, on the soil and groundwater. The degree of degradation of the soil cover was highlighted by analyzing a number of 12 soil samples (4 collection points, at 3 depths). A total of 14 samples (7 samples on 2 depths) were investigated to monitor the migration mode of the sludge in the structure of the dam. In order to monitor the quality of groundwater, samples from 3 observation boreholes were analyzed. Soil monitoring results did not indicate values of the analyzed parameters above the values imposed by the national legislation on soil quality. Since the dumps were not waterproofed, the quality parameters of the water from the observation boreholes were exceeded, and gravity caused the water to drain into the underground water network in the area. Based on the samples from the observation boreholes, several measurements exceeded allowable values: pH values of the water sample taken from upstream of the dump exceeded the value limits by about 7%, and both upstream and downstream, water samples indicate an excess of 13.60% in the aluminum indicator, 267% in the sulfate ion, and 417% in the sodium ion. This shows a risk of pollution which requires additional monitoring. Full article

Environmental safeguards promote innovative construction technologies for sustainable pavements. On these premises, this study investigated four hot mix asphalt (HMA) mixtures—i.e., A, B, C, and D—for the railway sub-ballast layer with 0%, 10%, 20%, and 30% reclaimed asphalt pavement (RAP) by total aggregate mass and a rejuvenator additive, varying the bitumen content between 3.5% and 5.0%. Both Marshall and gyratory compactor design methods have been performed, matching the stability, indirect tensile strength, and volumetric properties of each mixture. Dynamic stiffness and fatigue resistance tests provided mechanical performances. Laboratory results highlighted that the RAP and the rejuvenator additive increase the mechanical properties of the mixtures. In addition, the comparative analysis of production costs revealed up to 20% savings as the RAP content increased, and the life cycle impact analysis (LCIA) proved a reduction of the environmental impacts (up to 2% for resource use-fossils, up to 7% for climate change, and up to 13% for water use). The experimental results confirm that HMA containing RAP has mechanical performances higher than the reference mixture with only virgin raw materials. These findings could contribute to waste management and reduce the environmental and economic costs, since the use of RAP in the sub-ballast is not, so far, provided in the Italian specifications for railway construction. Full article

To prevent the invasion of alien species, the International Maritime Organization and the United States Costal Guard require that a ballast water management system (BWMS) be installed on ships to treat the ballast water before discharging it. BWMS technologies use active substances, which create disinfection by-products (DBPs) during ballast water treatment. This study compared the characteristics of DBPs generated in the treatment of commercial glucose with those of algal organic matter (AOM) derived from field-collected phytoplankton using NaOCl as the active substance. During the treatment of AOM, a greater variety and higher concentrations of DBPs were generated than for glucose. For AOM in freshwater, bromoform and dibromoacetic acid were dominant because of the bromine ions present in the phytoplankton. During the treatment of glucose, the ratio of the predicted environmental concentration to the predicted no-effect concentration of dibromoacetonitrile and chloropicrin exceeded 1, indicating a potential environmental risk. Whole effluent toxicity (WET) testing showed that the chronic toxicity of phytoplankton and the total DBP concentration were highest in marine water with AOM. In addition, the results of WET testing suggested that the concentrations of haloacetic acids (HAAs) and haloacetonitriles (HANs) were important indicators for the evaluation of environmental risk. Therefore, to evaluate the risk of DBPs in international ports where phytoplankton outbreaks frequently occur, it is important to monitor not only the total DBP concentration but also the total HAA and HAN concentrations. Full article

Ballast water is a vector for the transfer of microorganisms between ecospheres that can subsequently have a negative impact on native species of aquatic fauna. In this study, we determined the microbiota and selected physicochemical properties of ballast water from long- and short-range ships entering a southern Baltic port within a large estuary in autumn and winter (Police, Poland). Microbiological tests of the ballast water samples were carried out according to ISO 6887-1, and physicochemical tests were performed according to standard methods. Low amounts of oxygen (1.6–3.10 mg/dm3 in autumn and 0.60–2.10 mg/dm3 in winter) were recorded in all ship ballast water samples, with pH (above 7.90) and PSU (above 1.20) were higher than in the port waters. Yeast, mold, Pseudomonas bacteria (including Pseudomonas fluorescens), and halophilic bacteria as well as lipolytic, amylolytic, and proteolytic bacteria were found in the ballast water samples. Heterotrophic bacteria and mold fungi (log. 2.45–3.26) dominated in the autumn period, while Pseudomonas bacteria (log. 3.32–4.40) dominated in the winter period. In addition, the ballast water samples taken during the autumn period were characterized by a statistically significantly higher (p < 0.1) abundance of microorganisms (log 1.97–2.55) than in the winter period (log 1.39–2.27). Full article