Ballast water sampling as a critical component of biological invasions risk management

The human mediated transfer of harmful organisms via shipping, specifically via ballast water transport, leading to the loss of biodiversity, alteration of ecosystems, negative impacts on human health and in some regions economic loss, has raised considerable attention especially in the last decade. Ballast water sampling is very important for biological invasions risk management. The complexity of ballast water sampling is a result of both the variety of organism diversity and behaviour, as well as ship design including availability of ballast water sampling points. Furthermore, ballast water sampling methodology is influenced by the objectives of the sampling study. In the course of research conducted in Slovenia, new sampling equipment for ships' ballast water was developed and tested. In this paper new ballast water sampling methods and equipment together with practical shipboard testing results are presented.     

Setting a size-exclusion limit to remove toxic dinoflagellate cysts from ships' ballast water

Dinoflagellate cysts are well-recognized biological constituents of ships' ballast tanks. They are present in ballast water, sediments and residual water in drained tanks, and in biofilms formed on interior tank surfaces. Therefore, cysts have the potential to be released during ballast discharge. The International Maritime Organization's (IMO) Ballast Water Management Convention (promulgated February 2004) stipulates a performance standard (Annex, Regulation D2) requiring discharged ballast water contain <10 viable organisms between 10 and 50 microm per ml and <10 viable organisms 50 microm per m3. The proposed size limit has potential to exclude both the smallest toxic and the largest toxic and non-toxic dinoflagellate (and other microalgal) cysts from discharged ballast water. Despite the appropriateness of size cutoffs however, ballast water containing predominantly small cysts (<50 microm) could be deemed in compliance with the performance standard, even without treatment, while ballast water having the same concentration of larger cysts (>50 microm) could require a multiple-log reduction in abundance before its permissible discharge. Also of concern, it remains uncertain whether ballast-water treatment can remove sufficient organisms, including dinoflagellate cysts, to meet the performance standard.     

Multiplex PCR allows simultaneous detection of pathogens in ships' ballast water

There is enormous potential for global transfer of microorganisms, including pathogens, in ships' ballast water. We contend that a major advancement in the study of ballast-water microorganisms in particular, and of aquatic pathogens in general, will be expedited sample analysis, such as provided by the elegant technology of DNA microarrays. In order to use DNA microarrays, however, one must establish the appropriate conditions to bind target sequences in samples to multiple probes on the microarrays. We conducted proof-of-concept experiments to optimize simultaneous detection of multiple microorganisms using polymerase chain reaction (PCR) and Southern hybridization. We chose three target organisms, all potentially found in ballast water: a calicivirus, the bacterium Vibrio cholerae, and the photosynthetic protist Aureococcus anophagefferens. Here, we show simultaneous detection of multiple pathogens is possible, a result supporting the promising future use of microarrays for simultaneous detection of pathogens in ballast water.     

Ozonation of seawater from different locations: formation and decay of total residual oxidant--implications for ballast water treatment

Ballast water is a likely cause for worldwide transfer of non-indigenous aquatic species because of the large volumes and frequency of possible inoculations. Ozone is one treatment option being considered for eliminating non-indigenous species in ballast water. When ozone is applied to seawater, secondary disinfectants are formed, commonly measured and expressed as total residual oxidant (TRO). The goal of this study was to determine those variables most likely to affect the rate of TRO increase during ozonation and the subsequent TRO decline that occurs over time. These parameters strongly influence the efficacy of ozone treatments aimed to eliminate organisms present in ballast water. Seawater was obtained from Puget Sound, Washington; Cape Fear, North Carolina; and San Francisco Bay. Results indicated that seawater characteristics, including the organic content and ammonia, affect the amount of ozone required to achieve a desired TRO level and rate of TRO decay, and therefore need to be considered in determining ozone requirements for ballast water treatment.     

Management and environmental risk study of the physicochemical parameters of ballast water

Shipping is a vital industry for the global economy. Stability of ships, provided by ballast water, is a crucial factor for cargo loading and unloading processes. Ballast water treatment has practical significance in terms of environmental issues, ecosystem, and human health, because ships discharge this water into the environment before loading their cargos. This study reviews the common methods for ballast water management – exchange, heating, filtration, ultrasonic treatment, ultraviolet irradiation, chemicals, and gas supersaturation – to select the best one. This study compares water temperature, salinity, dissolved oxygen, polycyclic aromatic hydrocarbons (PAHs), and heavy metals (Co, Cr, Ni, Pb) for ballast tanks of selected ships with the recipient port environment in the Persian Gulf as a case study. The exchange of ballast water in the ocean and/or its treatment on board to prevent inadvertent effects on the environment's physicochemical conditions is related to vessel characteristics, legislation, and the environmental condition. Ecological risk study showed that the salt content in ballast water is close to that of seawater, but the values of Cr (2.1 mg/l) and Ni (0.029 mg/l) in ballast water are higher than those in seawater (1 and 0.004 mg/l, respectively).     

Changes of microbial populations in a ship's ballast water and sediments on a voyage from Japan to Qatar

Colony-forming eutrophic marine microorganisms in ballast water were counted in samples taken on board in 2002 and 2003. In the ballast water in Japan, viable cell numbers were highly variable but not by more than 10(5.1) colony-forming units (CFU)ml(-1) regardless of season. Even when ballast water was discharged offshore, values varied but not by more than 10(5.0) CFUml(-1). The effectiveness of the ballast water exchange was unconfirmed, except for the February 2003 voyage. No microbial colonies were counted in the reloaded ballast water in the high seas on that voyage, which contributed to the reduction of the total number of viable cells sampled in the discharged ballast water at the Ras Laffan port in Qatar. In sediment samples, the values of 10(5.2) - 10(6.0) CFUml(-1) were estimated for all seasons in which voyages took place. The maximum of the marine Vibrio species, 110 CFUml(-1), was observed in the ballast water sample taken in July 2003. The estimated total viable cell numbers in sediments were higher than those counted in the ballast water throughout the experiments, indicating the importance of sediment management as well as ballast water management on vessels traveling from Japan.     

Evaluation of the ecotoxicity and biological efficacy of ship’s ballast water treatment based on hydroxyl radicals technique

Ballast water has been identified as one of the key pathways for the movement of species between different ecosystems. The purpose of this study is to evaluate the biological efficacy and the potential toxicological impact of a proposed ballast water treatment using hydroxyl radicals as the main active substances. Living biomass of organisms kept in treated water for 2 days met the requirement stated in the International Maritime Organization (IMO) Ballast Water Convention (Regulation D-2), and no re-growth was observed over a period of 5 days. Aquatic toxicity tests of three trophic levels for the treated ballast water were performed. The results indicated that the toxicological risk of the discharge water to the receiving environment was not significant.     

Ecosystem under pressure: ballast water discharge into Galveston Bay, Texas (USA) from 2005 to 2010

Ballast water exchange processes facilitate the dispersal and unnatural geographic expansion of phytoplankton, including harmful algal bloom species. From 2005 to 2010, over 45,000 vessels (≈ 8000 annually) travelled across Galveston Bay (Texas, USA) to the deep-water ports of Houston (10th largest in the world), Texas City and Galveston. These vessels (primarily tankers and bulkers) discharged ≈ 1.2 × 10(8) metrictons of ballast water; equivalent to ≈ 3.4% of the total volume of the Bay. Over half of the ballast water discharged had a coastwise origin, 96% being from US waters. Galveston Bay has fewer non-indigenous species but receives a higher volume of ballast water discharge, relative to the highly invaded Chesapeake and San Francisco Bays. Given the magnitude of shipping traffic, the role of Galveston Bay, both as a recipient and donor region of non-indigenous phytoplankton species is discussed here in terms of the invasibility risk to this system by way of ballast water.     

Challenges in global ballast water management

Ballast water management is a complex issue raising the challenge of merging international regulations, ship's specific configurations along with ecological conservation. This complexity is illustrated in this paper by considering ballast water volume, discharge frequency, ship safety and operational issues aligned with regional characteristics to address ecological risk for selected routes. A re-estimation of ballast water volumes gives a global annual level of 3500 Mton. Global ballast water volume discharged into open sea originating from ballast water exchange operations is estimated to approximately 2800 Mton. Risk based decision support systems coupled to databases for different ports and invasive species characteristics and distributions can allow for differentiated treatment levels while maintaining low risk levels. On certain routes, the risk is estimated to be unacceptable and some kind of ballast water treatment or management should be applied.     

Intra-coastal ballast water flux and the potential for secondary spread of non-native species on the US West Coast

Ballast water is a dominant mechanism for the interoceanic and transoceanic dispersal of aquatic non-native species (ANS), but few studies have addressed ANS transfers via smaller scale vessel movements. We analyzed ballast water reporting records and ANS occurrence data from four US West Coast port systems to examine patterns of intra-coastal ballast water transfer, and assess how ballast transfers may have influenced the secondary spread of ANS. In 2005, one third of the vessels arriving to the US West Coast originated at one of four West Coast port systems (intra-coastal traffic). These vessels transported and discharged 27% (5,987,588 MT) of the total ballast water volume discharged at these ports that year. The overlap of ANS (shared species) among port systems varied between 3% and 80%, with the largest overlap occurring between San Francisco Bay and LA/Long Beach. Our results suggest that intra-coastal ballast water needs further consideration as an invasion pathway, especially as efforts to promote short-sea shipping are being developed.     

A unique aspect of ballast water management requirements - The same location concept

Under certain circumstances vessels do not need to meet ballast water management requirements as stated in the International Convention for the Management and Control of Ballast Water and Sediments (BWM Convention). Besides exceptions to ensure e.g., (a) the safety of a ship, (b) discharge of ballast water for the purpose of avoiding or minimizing pollution incidents, (c) uptake and discharge on high seas of the same ballast water, the same location concept comes into play as ballast water discharges from a ship at the same location where it was taken up is also excepted from BWM requirements. The term same location was not defined in this instrument, hence it is exposed to different interpretations (e.g., a terminal, a port, a larger area where two or more ports may be located). As the BWM Convention is an instrument with biological meaning, the authors recommend a biologically meaningful definition of the same location in this contribution.     

Role of container vessels in the introduction of exotic species

Ballast water exchange practices were monitored on 28 incoming container vessels at the Port of Montreal. Measurements on 15 vessels indicated 13 of 32 tanks had salinities of <30 per thousand. The 16 transits with a North Atlantic route visited 31 of 37 ports located on freshwater or near freshwater outflows. Ballast carried by this vessel type represents an important means for the introduction of species on a global scale because of its transit routes, dockside discharge and moving ballast between tanks. Container vessels represent about 15% of the world fleet, but account for 32% of all visits to global ports, and 46% of visits to the 25 largest ports. The 10 ports that handled the largest volumes of international cargo also included 8 that handled the most cargo containers. Large ports can receive over 100,000 visits by all vessel types annually, and serve as hubs for over 500 ports in 100 countries. Secondary transport of exotic species is also a concern because of frequent visits by regional vessels.     

Salinity-induced survival strategy of Vibrio cholerae associated with copepods in Cochin backwaters

The occurrence of Vibrio cholerae in water, sediment and copepods was studied over a wide range of salinity using conventional and polymerase chain reaction (PCR) techniques in the Cochin backwaters. V. cholerae occurred either as culturable or non-culturable form in this tropical estuary. During the pre monsoon period when high salinity prevailed (35.5psu) V. cholerae was associated with copepods only in non-culturable form, but with the onset of monsoon when lower salinity prevailed, copepod-associated-V. cholerae reverted back to culturable form. The optimum salinity range for culturability was found to be 15-20psu. This points to the fact that salinity is a major factor that which influences V. cholerae's culturability and its association with copepods in Cochin backwaters.     

Stress distribution from railway track over geogrid reinforced ballast underlain by clay

Railway ballast forms a major component of a conventional rail track and is used to distribute the load to the subgrade, providing a smooth running surface for trains. It plays a significant role in providing support for the rail track base and distributing the load to the weaker layer underneath. Ballast also helps with drainage, which is an important factor for any type of transportation structure, including railroads. Over time, ballast progressively deforms and degrades under dynamic loading and loses its strength. In this study, extensive laboratory tests were conducted to investigate the effect of load amplitude, geogrid position, and number of geogrid layers, thickness of ballast layer and clay stiffness on the behavior of the reinforced ballast layer and induced strains in a geogrid. A half full-scale railway was constructed for carrying out the tests, which consisted of two rails 800 mm in length with three wooden sleepers(900 mm × 10 mm × 10 mm). Three ballast thicknesses of 200, 300 and 400 mm were used in the tests. The ballast was overlying 500 mm thickness clay in two states, soft and stiff. The tests were carried out with and without geogrid reinforcement; the tests were performed in a well-tied steel box of 1.5 m length ×1 m width ×1 m height. Laboratory tests were conducted to investigate the response of the ballast and the clay layers where the ballast was reinforced by a geogrid. Settlement in ballast and clay, soil pressure and pore water pressure induced in the clay were measured in reinforced and unreinforced ballast cases. It was concluded that the amount of settlement increased as the simulated train load amplitude increased, and there was a sharp increase in settlement up to cycle 500. After that, there was a gradual increase that leveled out between, 2500 to 4500 cycles depending on the frequency used. There was a slight increase in the induced settlement when the load amplitude increased from 0.5 to 1 ton but it was higher when the load amplitude increased to 2 tons. The increased amount in settlement depended on the existence of the geogrid and other parameters studied. The transmitted average vertical stress for ballast thicknesses of 30 cm and 40 cm increased as the load amplitude increased, regardless of the ballast reinforcement for both soft and stiff clay. The position of the geogrid had no significant effect on the transmitted stresses. The value of the soil pressure and pore water pressure on ballast thicknesses of 20 cm was higher than for 30 cm and 40 cm thicknesses. This meant that the ballast attenuated the induced waves. The soil pressure and pore water pressure for reinforced and unreinforced ballast was higher in stiff clay than in soft clay.     

A low-energy intensive electrochemical system for the eradication of Escherichia coli from ballast water: process development, disinfection chemistry, and kinetics modeling

The invasion of biological organisms via ballast water has created threats to the environment and human health. In this study, a cost-effective electrochemical disinfection reactor was developed to inactivate Escherichia coli, one of the IMO-regulated indicator microbes, in simulated ballast water. The complete inactivation of E. coli could be achieved within a very short time (150, 120, or 60 s) with an energy consumption as low as 0.0090, 0.0074 or 0.0035 kWh/m(3) for ballast water containing E. coli at concentrations of 10(8), 10(7) and 10(6) CFU/100 mL, respectively. Electrochemical chlorination was the major disinfection mechanism in chloride-abundant electrolytes, whereas oxidants such as ozone and free radicals contributed to 20% of the disinfection efficiency in chloride-free electrolytes. Moreover, a disinfection kinetics model was successfully developed to describe the inactivation of E. coli.     

Electrochemical disinfection for ballast water management: technology development and risk assessment

Ballast water is essential in maintaining the balance and structural integrity of ships during voyage. However, it has created biological invasion threats to the ocean environment. An innovative electrochemical technology was developed in this study. The microorganisms regulated by the International Maritime Organization (D2) were used as the target organisms. It was found that the required energy to meet the D2 was below 0.006 kWh/m3. The size of disinfector (m3) was about 0.5% of treatment flow rate (m3/h). The complete disappearance of chlorine in seawater was achieved after three days. The ballast tank corrosion was not worsened due to the application of technology. The ecotoxicity studies showed no toxic effect on fish, invertebrate, and algae. Finally, the environmental risk assessment showed the treated water did not pose threats to the environment. It can therefore be concluded that the technology provides a cost-effective and environmental friendly solution to ballast water management.     

Potential risk of harmful algae transport by ballast waters: the case of Bilbao Harbour

Ballast water exchange was measured for the first time in Bilbao Harbour, one of the most active of northern Spain. Between 1997 and 2006, 41,900,980.34 ballast water tn were loaded and 13,272,709 tn were discharged. Bilbao Harbour appears to be mainly a source of ballast water, 90% of which would be discharged in European harbours. We estimated that vessels carrying liquid and solid bulk have higher probabilities of exporting ballast water, whereas those with liquid bulk and containers are more likely to introduce it. From 30 potentially harmful phytoplankton species identified to date near harbour facilities, there would be a high risk of exporting at least Alexandrium minutum, Dinophysis sp., Heterosigma akashiwo, Karlodinium sp., Ostreopsis cf. siamensis, Pfiesteria-like and Prorocentrum minimum. Invasion risk by ballast water was tested by analyzing the response of six strains of H. akashiwo from different geographic areas to varying salinity. Results show that successful growth of foreign strains would be possible.     

Ballast water: A threat to the Amazon Basin

Ballast water exchange (BWE) is the most efficient measure to control the invasion of exotic species from ships. This procedure is being used for merchant ships in national and international voyages. The ballast water (BW) salinity is the main parameter to evaluate the efficacy of the mid-ocean ballast water exchange. The vessels must report to the Port State Control (PSC), via ballast water report (BWR), where and how the mid-ocean BWE was performed. This measure allows the PSC to analyze this information before the ship arrives at the port, and to decide whether or not it should berth.Ship BW reporting forms were collected from the Captaincy of Santana and some ships were visited near the Port of Santana, located in Macapá (Amazon River), to evaluate the BW quality onboard. We evaluated data submitted in these BWR forms and concluded that the BWE efficacy might be compromised, because data contained in these BWR indicate that some ships did not change their BW. We found mistakes in filling the BWR forms and lack of information. Moreover, these ships had discharged BW with high level of salinity, Escherichia coli and total coliforms into the Amazon River. We concluded that the authorities of the Amazon Region need to develop more efficient proceedings to evaluate the ballast water reporting forms and BW quality, as there is potential risk of future invasion of exotic species in Brazilian ports.     

Flow cytometry and conventional enumeration of microorganisms in ships' ballast water and marine samples

Conventional methods for bacteriological testing of water quality take long periods of time to complete. This makes them inappropriate for a shipping industry that is attempting to comply with the International Maritime Organization's anticipated regulations for ballast water discharge. Flow cytometry for the analysis of marine and ship's ballast water is a comparatively fast and accurate method. Compared to a 5% standard error for flow cytometry analysis the standard methods of culturing and epifluorescence analysis have errors of 2-58% and 10-30%, respectively. Also, unlike culturing methods, flow cytometry is capable of detecting both non-viable and viable but non-culturable microorganisms which can still pose health risks. The great variability in both cell concentrations and microbial content for the samples tested is an indication of the difficulties facing microbial monitoring programmes. The concentration of microorganisms in the ballast tank was generally lower than in local seawater. The proportion of aerobic, microaerophilic, and facultative anaerobic microorganisms present appeared to be influenced by conditions in the ballast tank. The gradual creation of anaerobic conditions in a ballast tank could lead to the accumulation of facultative anaerobic microorganisms, which might represent a potential source of pathogenic species.     

Electrochemical disinfection for ballast water management: Technology development and risk assessment

Ballast water is essential in maintaining the balance and structural integrity of ships during voyage. However, it has created biological invasion threats to the ocean environment. An innovative electrochemical technology was developed in this study. The microorganisms regulated by the International Maritime Organization (D2) were used as the target organisms. It was found that the required energy to meet the D2 was below 0.006 kWh/m³. The size of disinfector (m³) was about 0.5% of treatment flow rate (m³/h). The complete disappearance of chlorine in seawater was achieved after three days. The ballast tank corrosion was not worsened due to the application of technology. The ecotoxicity studies showed no toxic effect on fish, invertebrate, and algae. Finally, the environmental risk assessment showed the treated water did not pose threats to the environment. It can therefore be concluded that the technology provides a cost-effective and environmental friendly solution to ballast water management.