China
Africa
Explore chapters and articles related to this topic
Maritime Transportation and Ports
Published in Yeqiao Wang, Coastal and Marine Environments, 2020
Throughout history, ships have impacted the world’s biodiversity through moving living organisms around the globe. Earthworms, for example, came to North America in ship’s ballast in the 17th century.[5] Today, ballast water used to stabilize and adjust the ship’s trim may be taken aboard in one ecosystem (fresh, brackish, or salt), transported thousands of miles, and discharged in another ecosystem. Many species survive the voyage and have no natural predators in the new environment. The introduction of zebra mussels (Dreissena polymorpha) from Europe to the Great Lakes in the mid-1980s continues to cause millions of dollars of damages annually. The resilient mussel colonizes and clogs power and water piping, as well as displacing other native species. The issues with mussels led to the adoption of ballast water management standards in the United States. The International Maritime Organization (IMO) Ballast Water Convention was adopted in 2004 requiring both ships and ports to properly handle ballast water and minimize environmental impacts.[6]
Ballast water and harmful aquatic organism mobilities
Published in Jason Monios, Gordon Wilmsmeier, Maritime Mobilities, 2017
In the past global ballast water discharges were assessed or quoted by, e.g., 10 billion tonnes by Gollasch (1998) and 3.5 billion tonnes by Endresen et al. (2004). At the time that these assessments were conducted, the world seaborne trade amounted to around 5 billion tonnes of cargo per year – i.e., in 1995, it was 4.6 billion tones, and in 2000, it was 5.8 billion tonnes (UNCTAD, 2006). The more recent assessment conducted by David (2015) considered the world international seaborne trade in 2011 relevant for ballast water discharges amounted to about 9.3 billion tonnes of cargo. Thus the global ballast water discharges from all vessels engaged in the international seaborne trade in 2013 would be about 3.1 billion tonnes. The estimated amount of global ballast water discharges appeared much lower than some earlier estimations, especially considering that the global cargo transport was much higher. Nevertheless, it is important to understand that the quality of ballast water is more of a concern for the recipient environment than the quantity – i.e., the transfer of harmful aquatic organisms and pathogens present in the discharged ballast water is crucial to result in a harmful consequences due to unwanted impacts of such organisms (Hayes, 1998; Hewitt and Hayes, 2002; Bailey et al., 2011b; Briski et al., 2012; Ruiz et al., 2013; David et al., 2013, 2015b).
Port Authorities and Regulatory Framework
Published in Maria G. Burns, Port Management and Operations, 2018
Following the critical environmental deterioration caused by invasive aquatic species, the IMO has created a set of rules and processes for management and control of vessels’ ballast water, which function in addition to the International Ballast Water Management Convention. In 2012, the US EPA in partnership with the US Coast Guard and the US Department of Homeland Security founded the final rules on national requirements determining the allowable concentration of nonindigenous species in vessels’ ballast water released in US waters. These rules initiate an authorization process for ballast water management systems and consequently amend the US Coast Guard’s regulations for engineering equipment (US Army Corps of Engineers 2012).
Membrane desalination of ballast water using thermoelectric energy from waste heat
Published in Journal of Marine Engineering & Technology, 2022
Ballast water management and treatment is an important part of the economic portfolio for marine industry operations (Balaji and Yaakob 2012). Increasing environmental awareness and stringent environmental regulations call for proper treatment and disposal of ballast water. Among the many environmental concerns associated with marine industry operations, environmental emissions and pollution footprint from fossil fuel consumption is a very critical concern. About 50% of fuel input supplied to marine engines results in waste heat through various forms such as main engine exhaust, scavenger air cooling, and other water cooling streams (Biswas et al. 2018). To improve energy efficiency, various approaches including waste heat recovery systems have been considered (Kristiansen et al. 2012; Suárez de la Fuente and Greig 2015; El Geneidy et al. 2018). Energy recovery systems to extract energy from waste heat sources include energy storage units, thermoelectric generation units, energy recycling through various recovery streams.
An environmental management system in seaports: evidence from Malaysia
Published in Maritime Policy & Management, 2022
Jagan Jeevan, Nurul Haqimin Mohd Salleh, Nur Hidayati Abdul Karim, Kevin Cullinane
The type of machinery used in seaports, the noise and emissions from shipping activities (Toscano and Murena 2019), as well as the trips of hauliers between a seaport and its hinterland (Vierth, Sowa, and Cullinane 2019) are all significant contributors to the environmental issues resulting from the conduct of port activities. Moreover, the discharge of ballast water also has the potential to unintentionally release alien species of marine plants, animals or microorganisms into seaport waters. Some of these species may have a negative impact on human health, marine ecosystems and economic production resources (Hua et al. 2020). Of course, different forms of environmental problems also prevail during the initial construction of a seaport and the further development of port infrastructure, in terms of: increased vehicular traffic, the provision of services (e.g. gas and sewage pipelines, firefighting facilities etc.) and the impacts on local flora and fauna, water quality, sediment and coastline erosion (Twrdy and Zanne 2020).
Laboratory tests on heat treatment of ballast water using engine waste heat
Published in Environmental Technology, 2018
Rajoo Balaji, Hing Lee Siang, Omar Yaakob, Kho King Koh, Faizul Amri bin Adnan, Nasrudin bin Ismail, Badruzzaman bin Ahmad, Mohd Arif bin Ismail, W. B. Wan Nik
For the maritime industry, the major guiding effort is The International Convention for the Control and Management of Ships’ Ballast Water and Sediments by the International Maritime Organisation (IMO). The Convention was introduced in 2004 but was ratified only last year [10]. With the Convention’s entry into force which is expected in September 2017, the demand for treatment systems is on the rise. Currently, the treatment systems which are available commercially after approvals are capital intensive [11] and the treatment methods employed in these systems have relied mostly on known water treatment methods, which can be physical, chemical or in a combination [11–13].