The Management of Environment Cost Caused by Ballast Water

According to classical economic theory,external cost is the indirect,and uncompensated,social or environmental cost caused to an uninvolved third party that arises as an effect of another party’s activity.In light of this,the environmental cost caused by ballast water is considered as a negative externality.This paper aims to contribute by proposing that the environmental cost caused by ballast water can be determined through questionnaires,and that the imposition of a Pigouvian retributive tax is required to compensate for the environmental damage caused.The paper proceeds as follows.Firstly,ballast water management is discussed.Second,the environmental cost is discussed and it is asserted that it is important to have clear regulations and to update them frequently to prevent or minimize ballast water’s negative impact on the environment.Finally,it is suggested that the environmental cost caused by ballast water can be determined by questionnaires and,more specifically,by the WTP(Willingness to Pay)method,and that a special Pigouvian corrective taxation which can internalize this cost should be imposed.

Optimization of Bow Shape for a Non Ballast Water Ship

In this research,a commercial CFD code ＂Fluent＂ was applied to optimization of bulbous bow shape for a non ballast water ships（NBS）.The ship was developed at the Laboratory of the authors in Osaka Prefecture University,Japan.At first,accuracy of the CFD code was validated by comparing the CFD results with experimental results at towing tank of Osaka Prefecture University.In the optimizing process,the resistances acting on ships in calm water and in regular head waves were defined as the object function.Following features of bulbous bow shapes were considered as design parameters： volume of bulbous bow,height of its volume center,angle of bow bottom,and length of bulbous bow.When referring to the computed results given by the CFD like resistance,pressure and wave pattern made by ships in calm water and in waves,an optimal bow shape for ships was discovered by comparing the results in the series of bow shapes.In the computation on waves,the ship is in fully captured condition because shorter waves,λ/Lpp 0.6,are assumed.

Treating ballast water with hydroxyl radical on introduced organisms

With physical method of micro-gap gas discharge, a large amount of hydroxyl radical can be produced in 20t/h pilot-scale system using the ionization of 02 and H2O. In this paper, the effect of biochemistry of hydroxyl radicals on introduced organisms in ballast water was experimentally investigated. The results indicate that the contents of chlorophyl-a, chlorophyl-b, chlorophyl-c and carotenoid are decreased by 35%-4% within 8.0s and further to the lowest limit of test 5 minutes. In addition, the main reasons of cell death are the lipid peroxidation, the strong destruction to the monose, amylose, protein, DNA and RNA of cell, and damage in CAT, POD and SOD of antioxidant enzyme system.

Added Resistance Acting on Hull of a Non Ballast Water Ship

In this paper, added resistances acting on a hull of non ballast water ship(NBS) in high waves is discussed. The non ballast water ships were developed at the laboratory of the authors at Osaka Prefecture University, Japan. In the present paper, the performances of three kinds of bow shapes developed for the NBS were theoretically and experimentally investigated to find the best one in high waves. In previous papers, an optimum bow shape for the NBS was developed in calm water and in moderated waves. For a 2 m model for experiments and computations, the wave height is 0.02 m. This means that the wave height is 15% of the draft of the ship in full load conditions. In this paper, added resistances in high waves up to 0.07 m for a 2 m model or 53% of the full load draft are investigated. In such high waves linear wave theories which have been used in the design stage of a ship for a long time may not work well anymore, and experiments are the only effective tool to predict the added resistance in high waves. With the computations for waves, the ship is in a fully captured condition because shorter waves, λ/Lpp<0.6, are assumed.

Input characteristics and risk analysis of ballast water from offshore entry ships in China

Large quantities of ballast water discharge from ocean going ships in sea ports of China is one of the important factorswhich cause the spread of aquatic nonindigenous harmful species isolated geographically by waters,the deteriorating environment of the near-shore water area and the frequent outbreaks of red tides.In this paper,the total amount of the ballast water input estimation model for entry ships in Chinese ports was established.The information of foreign trade shipping and the import and export goods released publicly by the State Department of Transportation and the State General Administration of Customs were investigated.And then,the input features and its ecological environment risk of ballast water in China's offshore entry ships from2007to2012were analyzed based on the established total input amounts of ballast water from entry ships to Chinese sea ports together with the ballast water input ratio of the five major port-groups in China.The results show that:the total ballast water input amounts from entry ships of the five major port-groups in China are extremely imbalanced.The most developed Yangtze River Delta in economy has the biggest total ballast water input amounts,103.61million tons in2012.The second is the Circum-Bohai Sea Region(73.66million tons)and the third is the Pearl River Delta(67.24million tons).The total ballast water input amounts of the northwest and the southwest coastal areas are less,only16.57and5.71million tons respectively.The large quantity of entry ships’ballast water discharge has been an enormous threat to ecological environment of our country's sea areas,especially to economically developed regions.

Development and evaluation of a DNA microarray assay for the simultaneous detection of nine harmful algal species in ship ballast and seaport waters

Rapid,high-throughput and reliable methods are urgently required to accurately detect and monitor harmful algae,which are responsible for algal blooms,such as red and green tides. In this study,we successfully developed a multiplex PCR-based DNA microarray method capable of detecting nine harmful algal species simultaneously,namely A lexandrium tamarense,Gyrodinium instriatum,Heterosigma akashiwo,Karenia mikimotoi,Prorocentrum donghaiense,Prorocentrum minimum,Ulva compressa,Ulva ohnoi and Ulva prolifera. This method achieved a limit of detection(LOD) of 0.5 ng of genomic DNA(orders of magnitude of the deci-nanogram range) in the tested algae cultures. Altogether,230 field samples from ship ballast waters and seaport waters were used to evaluate the DNA microarray. The clinical sensitivity and specificity of the DNA microarray assay in detecting field samples were 96.4% and 90.9%,respectively,relative to conventional morphological methods. This indicated that this high-throughput,automatic,and specific method is well suited for the detection of algae in water samples.

Tests to evaluate the ecological impact of treated ballast water on three Chinese marine species

Ballast water has been a topic of concern for some time because of its potential to introduce invasive species to new habitats. To comply with the International Convention for the Control and Management of Ships' Ballast Water and Sediments, members of the International Maritime Organization(IMO) must equip their ships with on-board treatment systems to eliminate organism release with ballast water. There are many challenges associated with the implementation of this IMO guideline, one of which is the selection of species for testing the ecological impacts of the treated ballast water. In the United States, ballast water toxicity test methods have been defined by the United States Environmental Protection Agency. However, the test methods had not been finalized in China until the toxicity test methods for ballast water were established in 2008. The Chinese methods have been based on species from three trophic levels: Skeletonema costatum, Neomysis awatschensis, and Ctenogobius gymnauchen. All three species live in broad estuarine and open sea areas of China; they are sensitive to reference toxicants and acclimatize easily to different conditions. In this paper, the biological characteristics, test processes and statistical analysis methods are presented for the three species. Results indicate that the methods for evaluating these three organisms can be included in the ecological toxicity tests for treated ballast water in China.

Survivorship characteristics and adaptive mechanisms of phytoplankton assemblages in ballast water

Phytoplankton diversity and abundance were determined in ballast water from 26 vessels in the Shanghai Yangshan Deep-Water Port from April 2015 to January 2016. In total, 84 species of phytoplankton were identified, belonging to 43 genera and 5 phyla. Bacillariophyta (75.0%, including 30 genera and 63 species) were the dominant algae in the ballast water. Their density ranged from (5.55±9.62) SD to (1.878±0.872)×10 3 cells/L, with a mean of 410.1 cells/L. Nine potentially harmful phytoplankton taxa were detected: Ceratium furca , Ce . marcroceros , Leptocylindrus danicus , Coscinodiscus radiatus , Co . granii , Prorocentrum micans , Melosira sulcata , Meuniera membranacea and Skeletonema costatum . Our survey and identification results showed that Microcystis aeruginosa , Ankistrodesmus falcatus and Scenedesmus survived in the high-salinity ballast water, even though they are freshwater species. We identified the common features of surviving phytoplankton and impacts on the phytoplankton assemblage of ballast water age and source. Our goal was to understand the adaptative mechanisms of phytoplankton in ballast water, providing statistical and theoretical support for future ballast water research and suggesting a scientific basis of ballast water management and inspection of vessels entering the port.

Deterioration of Water Ballast Tank Coating Systems by Active Substances in Ballast Water Management Systems

Sodium hypochlorite and ozone are the principal active substances and usually employed in ballast water management systems. In the present study, the authors focus on the effect of these active substances to the maaix polymer of coating. In order to obtain such information, the authors investigated the penetration of active substances to the polymer from cross section of specimens introduced by SAICAS （surface and interracial cutting analysis system）, followed by FT-IR-ATR （Fourier transform infrared and attenuated total reflectance） spectroscopy analysis from Z direction of cross section. The corrosion test of coating panels by these active substances （control as artificial seawater） has been conducted for 120 days. The results show that the depth profile of each active substance is around few dozens of micrometers from coating surface. The criteria of corrosion test cannot be determined by these results due to lacking in actual corrosion data immersed for 15 years under active substances. However, the authors evaluated the effect on ballast tank coating systems by active substances using analytical methods of SAICAS and FT-IR-ATR spectroscopy.

Eradication of algae in ships’ ballast water by electrolyzing

In order to verify the effectiveness of electrolytic treatment on ships’ ballast water, experiments are carried out by a pilot system in laboratory. The raw seawater and seawater with different concentrations of different algae are simulated as ships’ ballast water. The algae in the raw seawater can be killed if it is treated by electrolysis with an initial residual chlorine concentration of 5 mg/L. If the seawater with one kind of algae (Nitzschia closterum, Dicrateria spp., or Pyramidomonnas sp.105cells/mL) is treated by electrolysis with an initial residual chlorine concentration of 5 mg/L, the alga can be sterilized. If the seawater with one kind of algae (Dunaliella sp., Platymonas or Chlorella spp.) is directly treated by electrolyzing with an initial residual chlorine concentration of 4 mg/L, the instant mortality changes with the concentration of different algae. However, after 72 hours, in all treated samples, there are no live algal cells found.

Treatment of Microalgae in Ballast Water Using Hydroxyl Radical in Accordance with the D-2 Ballast Water Discharge Standard

The effect of hydroxyl radical(·OH) on microalgae in ballast water is experimentally investigated. An ?OH plasma generator, which has a thin plate discharge Ag electrode covered by two α-Al2 O3 dielectric layers, is built. The plasma generator is filled with O2 and gaseous H2 O and is powered by a homemade power supply. ?OH radicals are generated by a series of plasma reactions and then dissolved into ballast water to kill microalgae. The maximum density of the killed microalgae is about 11 000 cells per milliliter. At this density, the microalgae are not reactivated at the 48th hour and the 120th hour in the treated ballast waters, and the content of chlorophyll in these microalgae decreases by 100%. The water quality returns to a normal level after 120 hours without secondary pollution of aquatic organisms and environment. These results show that the requirements of the D-2 ballast water discharge standard defined by the International Maritime Organization(IMO) are satisfied with the proposed treatment, and that ·OH is an ideal substance for killing microalgae during ballast water replacement of ships.

Ballast Water Treatment Methods of International Vessels Docking in Loboc Port, Iloilo City, Philippines

This study delved on the ballast water management methods among international vessels docking at Loboc Port, Iloilo City, Philippines and other factors that are considered during ballast operation. The respondents of this study were the seafarers from the 15 international vessels docking at Loboc Port. The findings of the study revealed that the international vessels docking at Loboc Port used the sequential method, flow-through method, chlorination method, hydrogen peroxide, UV （ultraviolet） irradiation and filtration method in ballasting. In order to prevent transfer of alien invasive species, government authorities such as MARINA （Maritime Industry Authority） and Philippine Coast Guard should strictly monitor and implement the ballast water management methods used by international vessels based on the guidelines set by the IMO （International Maritime Organization）.

Influence of Ozone Injection on Corrosion Behavior of Steel in Water Ballast Tank

Ozone is the principal active substances and usually employed in ballast water management systems. In the present study, the corrosion protective effect of ozone was conducted by immersion test and electrochemical techniques. It was found that corrosion protective effect was revealed in the range of 2.0 to 2.7 ppm of ozone concentration in seawater. The ratio of the rust area of specimen became 20% in that concentration region. The rusted area is strongly influenced by the ozone concentration and the flow rate determined by FEM （finite element method）. Ozone has a good influence for ballast tanks, i.e., ozone can delay the rust of ballast tanks, provided that the suitable concentration of ozone is selected. In this case, ozone may stop the corrosion at the defects, if a part of the paint in ballast tank is peeled off. However, ozone may also promote the corrosion of steel when the ozone concentration is very high, e.g., 10 ppm. Attention should be paid to the ozone concentration, if we use ozone as an active substance for ballast water management systems.

A Study on the Composition of Wastewater Produced during Ship Biofouling Management

The IMO(International Maritime Organization)recognized the problem of invasive species invasion and adopted the“International Convention for the Control and Management of Ships’Ballast Water and Sediments”in 2004,which came into force on September 8,2017.In 2011,the IMO approved the“Guidelines for the Control and Management of Ships’Biofouling to Minimize the Transfer of Invasive Aquatic Species”to minimize the movement of invasive species by hull-attached organisms and required ships to manage the organisms attached to their hulls.Invasive species enter new environments through ships’ballast water and hull attachment.However,several obstacles to implementing these guidelines have been identified,including a lack of underwater cleaning equipment,regulations on underwater cleaning activities in ports,and difficulty in accessing crevices in underwater areas.The shipping industry,which is the party responsible for understanding these guidelines,wants to implement them for fuel cost savings resulting from the removal of organisms attached to the hull,but they anticipate significant difficulties in implementing the guidelines due to the obstacles mentioned above.Robots or people remove the organisms attached to the hull underwater,and the resulting wastewater includes various species of organisms and particles of paint and other pollutants.Currently,there is no technology available to sterilize the organisms in the wastewater or stabilize the heavy metals in the paint particles.In this study,we aim to analyse the characteristics of the wastewater generated from the removal of hull-attached organisms and select the optimal treatment technology.The organisms in the wastewater generated from the removal of the attached organisms meet the biological treatment standard(D-2)using the sterilization technology applied in the ships’ballast water treatment system.The heavy metals and other pollutants in the paint particles generated during removal are treated using stabilization technologies such as thermal decomposition.The wastewater generated is treated using a two-step process:(1)development of sterilization technology through pretreatment filtration equipment and electrolytic sterilization treatment and(2)development of technology for removing particle pollutants such as heavy metals and dissolved inorganic substances.Through this study,we will develop a biological removal technology and an environmentally friendly processing system for the waste generated after removal that meets the requirements of the government and the shipping industry and lay the groundwork for future treatment standards.

干湿循环对黏土微观结构及持水性能影响的试验研究

长期干湿循环作用会削弱路基土的工程力学性质,产生工程灾害,有必要研究干湿循环对其微观结构及持水性能的影响。针对既有线有砟轨道路基土,开展了一系列考虑干湿循环影响的压汞试验、扫描电镜试验、压力板试验与饱和盐溶液蒸汽平衡试验。试验结果表明:在反复的干湿循环过程中,土体结构遭到破坏,内部胶结物质不断减少。土体微孔及小孔(<5μm)数量逐渐增多,中孔及部分大孔范围(5~30μm)内的峰值孔径逐渐减小,分布密度逐渐增大。数次干湿循环后微裂隙(>100μm)逐渐增多,导致试样开裂。干湿循环会对土体的持水性能产生影响,初始干密度较小时,经历过1次干湿循环持水性能略有增强,而经历过3次及5次干湿循环持水性能持续减弱。

船舶压载舱内装载生活污水和灰水的可行性探讨

随着国际社会对保护海洋环境要求的不断提升,越来越多的港口和特定水域禁止船舶排放生活污水和灰水,这种禁排规定超出了国际海事组织(international maritime organization,IMO)的《国际防止船舶造成污染公约》(international convention for the prevention of pollution from ships,MARPOL)中关于船舶生活污水和灰水的排放要求,使船舶不得不寻求其他舱室用于临时储存不允许排放的生活污水和灰水。该文针对目前船舶在营运过程中将生活污水和灰水临时储存在压载舱内的做法,分别通过对IMO压载水公约关于船舶压载水D-2标准排放要求,以及IMO MARPOL关于船舶生活污水和船舶灰水排放要求的解析,探讨了在压载舱内储存生活污水和灰水的可行性,同时结合IMO关于该问题的讨论进展,提出了在压载舱内临时储存灰水和经处理的生活污水需进一步考虑的技术和操作因素,以规避该行为可能带来的违规风险。

压载水处理技术在多类型船舶的应用

为减少船舶压载水中有害水生物和污染物对海洋生态结构平衡的破坏,对不同船舶的结构特点、航线特点、功能性、压载和排载的特点进行分析,对处理压载水的技术要点进行总结,并对压载水管理系统选型的影响因素进行归纳。研究成果可为压载水处理技术在船舶上的应用提供一定参考。

海上风电单柱复合筒型基础承载特性

文章针对一种新型海上风机基础型式的单柱复合筒型基础的承载特性,在砂土中进行了小比尺物理模型试验。试验中采用了位移控制的水平单调加载方式,选择加载速度与压载为变量,得到水平承载力荷载位移曲线。试验结果表明,基础极限承载力与加载速度和压载质量均呈正相关。得出了基础在加载过程中不同舱内孔隙水压力的变化规律。

船舶污水及压载水中PFASs及其新型替代品的含量及赋存特征

为了解船舶压载水以及生活污水中的全氟/多氟化合物(PFASs)及其新型替代品对海洋环境中PFASs污染的影响,针对16个港口,46艘船舶的黑水、灰水、黑灰混合水和压载水系统采集了56个样品,并对其中17种传统PFASs及2种新型替代品进行了分析.结果表明,船舶压载水中ΣPFASs浓度范围为45.6~97.4ng/L;船舶生活污水中ΣPFASs浓度范围为24~14681ng/L,ΣPFASs浓度最高值出现在灰水样品中.不同类型船舶之间PFASs含量及赋存情况没有明显差异.传统PFASs中,全氟辛酸(PFOA)和全氟丁烷磺酸(PFBS)是大部分样品中占比较高的化合物;新型替代品中,全氟壬烯氧基苯磺酸钠(OBS)浓度相对较高,6:2氯代多氟醚磺酸(6:2Cl-PFESA)检出频率较低.经过处理的船舶生活污水ΣPFASs浓度高于未处理的,归因于船舶生活污水的处理过程中有前体物质发生了向PFASs的转化.

基于ISSA-ELM的船舶压载水系统故障诊断研究

为了从船舶压载水系统中有效挖掘数据信息,降低极限学习机(ELM)初始参数随机性对故障诊断精度的影响,提出基于改进麻雀搜索算法(ISSA)优化ELM的船舶压载水系统故障诊断模型。首先,使用自适应加权策略和Levy飞行策略改进发现者位置公式,获得ISSA并验证其性能;而后利用改进后的麻雀搜索算法对ELM的初始输入权重和阈值进行优化,建立基于ISSA-ELM的故障诊断模型。结果表明,ISSA-ELM模型的故障诊断精度为96.6%,比SSAELM、PSO-ELM、GWO-ELM模型高出1.8%、3.5%和2.6%,比ELM和SVM模型高出4.5%和7.1%。