Ballast water treatment

The salmon are a test of a healthy environment, a lesson in environmental needs. Their abundant presence on the spawning beds is a lesson of hope, a reassurance that all is well with water and land, a lesson of deep importance for the future of man. If there ever is a time when the salmon no longer return, man will know he has failed again and moved one stage nearer to his own final disappearance. -Roderick Haig-Brown (1974)'I

The salmon are a test of a healthy environment, a lesson in environmental needs. Their abundant presence on the spawning beds is a lesson of hope, a reassurance that all is well with water and land, a lesson of deep importance for the future of man. If there ever is a time when the salmon no longer return, man will know he has failed again and moved one stage nearer to his own final disappearance. -Roderick Haig-Brown (1974)'I

Greece is increasingly prioritising the development of offshore energy sector, including offshore wind farms and oil and gas platforms. This strategic initiative is driven by the need for energy autonomy amid the international energy crisis and the growing necessity to turn towards renewable energy sources for enhancing the national energy mix, all framed within broader decarbonisation efforts. Nevertheless, the industry must proceed considering safely to protect human life and the environment. Offshore Support Vessels (OSVs) are critical to this sector by ensuring safety during offshore installations' development and operational phases. This study identifies OSV technical specifications essential for a robust safety framework amid offshore industry growth. It examines the existing regulatory framework to outline mandatory requirements, followed by a brief lifecycle analysis of offshore installations to identify key processes affecting vessel specifications. The study maps recognised OSV types and their operational profiles to activities at each lifecycle stage, focusing on key technical characteristics and global best practices. This links technical features and support vessels to specify OSVs, recognising the complexity of classifying vessels with varying tasks. Lastly, it details technical specifications, concentrating on certifications and notations for OSVs, aiming to create a valuable resource for regulatory bodies and enhance offshore safety standards.

The maritime industry stands at a pivotal juncture, poised for a transformative shift driven by artificial intelligence. This academic study provides a comprehensive blueprint for the "AI-Powered Digital Captain," a multi-layered system designed not merely to automate, but to redefine vessel operations. Our analysis moves beyond a purely technical discussion to present a holistic framework that integrates innovative technology with the paramount importance of human expertise. It explores the systemic anatomy of the Digital Captain, from its on-vessel bionic reflexes for real-time crisis response to its shore-based command hubs.

As maritime transport continues to be the lifeblood of global trade, it stands on the cusp of a profound transformation driven by autonomous vessels and AI-powered systems. This research goes beyond a mere technological transition, providing an in-depth exploration of the complex integration of AI-driven Digital Captains, their emergency response capabilities, and the psychological underpinnings of human-machine interaction. Our study outlines a strategic framework for post-2030 autonomous maritime operations, demonstrating how technological innovation must be seamlessly interwoven with regulatory compliance, ethical considerations, and human cognition.

A key contribution of this work is the development of a novel algorithmic training paradigm that translates the human-centric competencies of the International Convention on Standards of Training, Certification and Watchkeeping for Seafarers (STCW) into verifiable, data-driven standards for AI. Furthermore, it introduces the concept of a "Neurotic AI," a perpetually vigilant system designed to anticipate failures and collaborate with human operators, ensuring seamless and safe transitions in high-stakes environments. This work offers a forward-looking roadmap for an ecosystem where technology enhances, rather than sidelines, human judgment, steering the industry towards a safer and more efficient future.

The dawn of the autonomous vessel represents the most profound transformation of the maritime sector since the transition from sail to steam. This academic study, "Navigating a New Horizon," serves as a critical intervention in this evolving discourse, moving beyond the technological marvels of Maritime Autonomous Surface Ships (MASS) to scrutinize their deep-seated implications for international law, governance, and environmental stewardship. The central thesis of this work is that the rapid pace of technological innovation has created a significant disjunction with the slow, consensus-based process of international regulatory reform, giving rise to a new, complex landscape of risks and legal uncertainties. This research meticulously analyzes how the very concept of a ship is being re-engineered, from the initiative-taking elimination of ballast water through innovative design to the relocation of the "human element" from the bridge to the Remote Operations Center. In doing so, it reveals a fundamental shift in maritime risk. While autonomy is poised to mitigate human error in navigation, it simultaneously introduces novel hazards, including the potential for catastrophic pollution incidents triggered by cyber-attacks, software malfunctions, or human-system interface failures. The traditional legal and liability frameworks, built on the premise of a crew on board, are now challenged by the reality of a "digital captain," necessitating a complete reevaluation of accountability and responsibility. By presenting a new MARPOL-MASS Pollution Risk Matrix and a prescriptive framework for a revised Shipboard Oil Pollution Emergency Plan (SOPEP), this study goes beyond mere academic observation. It provides a blueprint for a future where environmental protection is not merely a compliance burden but an integral part of vessel design and operation. This work is an indispensable resource for policymakers, classification societies, and industry leaders, offering a clear and comprehensive guide to proactively address these governance challenges and ensure that the immense promise of autonomous shipping is realized responsibly and sustainably.

Ballast water operations are one of the most essential activities of commercial ships whose purpose of existence is to carry cargo between ports. With their growing ballast capacities, ships become an important vector that carries the origin species of the sea waters they took into their ballast tanks. Foreign species were transported between ports with ballast water in these operations, which have been going on since the mid-1800s. Although various guidelines were published by the International Maritime Organization (IMO) regarding ballast water, whose adverse effects on the
marine environment began to be noticed in the international arena in the late 1980s, the desired positive effect could not be achieved. As a result of technological developments and R&D studies, ballast water treatment systems (D-2 Standard), which have completed the type approval process,
have started to be applied on ships. The deadline for applying treatment systems, which have various types in terms of method and capacity, on ships is September 8, 2024. In this study, an application was made on ships calling Aliağa Port Nemrut Bay to investigate compliance with the International Ballast Water Management Convention and ship ballast operations’ by port state control measures. This study showed that most ballast water at Aliağa Port (73%) was treated and discharged. Mechanical filter + UV treatment systems are also the preferred type (63%) among
other systems. Also, according to this study's data set, the Adriatic Sea is the majority (44%) among other origins for Aliağa Port.

Ships use ballast water to ensure their buoyancy and stability. A significant amount of them is transported in various water basins of the World Ocean. Thus, together with ballast water, many microorganisms, phytoplankton and zooplankton are transported. The constant increase in the number of ships in the World Merchant Navy increases the risk of the spread of these invasive species in the local aquatic environment. This led to the decision of the International Maritime Organization (IMO) to legalize the control and treatment of ships' ballast water in order to minimize the risks of the spread of these invasive species.. Their transfer through ballast water to a new water environment is estimated as one of the 4 largest treats for the World Ocean. The International Convention for the Control and Management of Ballast Water and Sediments plays an essential role in the control of ballasting and de-ballasting processes. It regulates the D-1 and D-2 standards, as well as various bal...

Effective and economical tools are needed for treating ship ballast to meet new regulatory requirements designed to reduce the introduction of invasive aquatic species from ship traffic. We tested the efficacy of hydroxide stabilization as a ballast disinfection tool in replicated, sequential field trials on board the M/V Ranger III in waters of Lake Superior. Ballast water was introduced into each of four identical 1,320 L stainless steel tanks during a simulated ballasting operation. Two tanks were treated with NaOH to elevate the pH to 11.7 and the remaining two tanks were held as controls without pH alteration. After retention on board for 14-18 h, CO 2 -rich gas recovered from one of two diesel propulsion engines was sparged into tanks treated with NaOH for 2 h to force conversion of NaOH ultimately to sodium bicarbonate, thereby lowering pH to about 7.1. Prior to gas sparging, the engine exhaust was treated by a unique catalytic converter/wet scrubber process train to remove unwanted combustion byproducts and to provide cooling. The contents of each tank were then drained and filtered through 35-µm mesh plankton nets to collect all zooplankton. The composition and relative survival of zooplankton in each tank were evaluated by microscopy. Zooplankton populations were dominated by rotifers, but copepods and cladocerans were also observed. Hydroxide stabilization was 100% effective in killing all zooplankton present at the start of the tests. Our results suggest hydroxide stabilization has potential to be an effective and practical tool to disinfect ship ballast. Further, using CO 2 released from the ship engine reduces emissions and the neutralized by product, sodium bicarbonate, can have beneficial impacts on the aquatic environment.

Ballast water operations are one of the most essential activities of commercial ships whose purpose of existence is to carry cargo between ports. With their growing ballast capacities, ships become an important vector that carries the origin species of the sea waters they took into their ballast tanks. Foreign species were transported between ports with ballast water in these operations, which have been going on since the mid-1800s. Although various guidelines were published by the In-ternational Maritime Organization (IMO) regarding ballast water, whose adverse effects on the marine environment began to be noticed in the international arena in the late 1980s, the desired positive effect could not be achieved. As a result of technological developments and R&D studies, ballast water treatment systems (D-2 Standard), which have completed the type approval process, have started to be applied on ships. The deadline for applying treatment systems, which have var-ious types in terms of method and capacity, on ships is September 8, 2024. In this study, an appli-cation was made on ships calling Aliağa Port Nemrut Bay to investigate compliance with the In-ternational Ballast Water Management Convention and ship ballast operations’ by port state con-trol measures. This study showed that most ballast water at Aliağa Port (73%) was treated and discharged. Mechanical filter + UV treatment systems are also the preferred type (63%) among other systems. Also, according to this study's data set, the Adriatic Sea is the majority (44%) among other origins for Aliağa Port.

Ballast tanks have a highly complicated geometric structure consisting of several interconnected
sections where transverse and longitudinal strength elements are involved. Because of this structure of
the tanks, sediment accumulates in various regions within the tank and cannot be discharged. Sediment
deposited at the bottom may host a diverse array of active and dormant stages of marine organisms and
microorganisms including pathogens. In addition to providing habitat to organisms, the sediment of the
ballast tank may contain heavy metals and disinfection byproducts.
Ballast tanks usually contain a mixture of various sediments taken on-board. The quantity and
content of this mixture depend on the operational history of the vessel and the time elapsed since the
last drydocking. Sediment accumulation may be varied from a few cm to more than 30 cm depth, which
may reach up to 100’s of tons of sediment in the ballast tanks of larger vessels. As the weight of the
accumulated sediment in the ballast tanks increases, it causes a cumulative deadweight loss over the
years. Sediment accumulation in the ballast tanks speeds up the corrosion as well and increases ship
operation costs.
Even if the ships are installed with ballast treatment systems, the presence of organisms that can
transfer from sediment to water leads to the risk of biological invasion. The biotic and abiotic content
of the ballast sediment gives rise to the need for managing sediment with careful and proper removal,
storage, and disposal procedures. The “International Convention for the Control and Management of
Ships’ Ballast Water and Sediments” of IMO requires ships to be designed and constructed with a view
to minimize the uptake and undesirable entrapment of sediments, facilitate removal of sediments as
well as ballast water performance standards.
This study presents the outcomes of the project “Conceptual Ballast Tank Design for Reducing
Sediment Accumulation” (TUBITAK, Grant No: 115Y740). In this project, the sediment accumulation
is underlined as an actual and perspective challenge for both ship designers and owners. A solution to
facilitate sediment removal is also proposed. The study is composed of three phases. In the first phase,
critical zones were experimentally determined in terms of sediment accumulation in a conventional
tanker double bottom ballast tank model produced at laboratory scale. The results of the study show that
sediment accumulation occurs intensively around the central line. In the second phase, the tank model
design was revised aiming to reduce total sediment accumulation. The contribution of this revision was
found to be is numerically insignificant. However, this revision drove more sediment towards the center
girder. Thus, in the third phase, a pneumatic cleaning system targeting the center girder was designed to mobilize water to suspend sediment and facilitate discharge from the tank. The pneumatic cleaning
system reduced the total sediment deposition in the ballast tank up to 45%. Operating the pneumatic
system before de-ballasting operations on a regular basis would decrease the amount of sediment to be
managed; reduce the invasion risk, tank corrosion, and cumulative deadweight loss.

The method and application of Computational Fluid Dynamics (CFD) has progressed rapidly in the past fifty years in many industrial fields including marine and has been playing crucial & decisive roles. With the recent advancement in Marine CFD technology and in computational capability, practical applications of CFD in analyzing and predicting ship performance have picked up its’ pace. Analysis such as prediction of ship resistance using CFD methodology is well validated and reliable results can be obtained using CFD. Detailed flow analyses is the major advantage of CFD which otherwise is very difficult to deal in experimental techniques as well as potential based solutions. Thus the problems involving highly turbulent and non-linear flows such as green water (shipped water on decks), slamming, sloshing, etc. are effectively dealt with globally utilizing CFD methodology in recent times.

The large number of problems related to nature and the environment, stemming from natural and anthropogenic factors, has led to increasing attention in addressing them. Many of these problems, if not addressed in a professional manner, will lead to serious consequences for society. Iraq, like any other country, is threatened by an environmental catastrophe as a result of severe pollution, terrorism, lack of law enforcement, and the depletion of natural resources, along with the effects of climate change. The situation is on the verge of disaster—environmentally, politically, and strategically. In addition, the various wars have caused direct damage to a variety of natural resources. This book has been written to discuss all the problems, challenges, and diseases, as well as possible solutions.
Serious discussions about the environment and available resources in Iraq are scarce. This is surprising, as the country has unique environmental and social features, as well as major environmental and social challenges. Therefore, this book represents 50 years of effort to find a balance between development plans, the decrease in natural resources, and the future of the environment in this country. The guide is a compilation of essays and describes thirty important topics in Iraq's environmental problems, compiled based on proposals by local and international experts consulted for this impressive work.

Hydrodynamic cavitation has been effectively proven to be an efficient advanced oxidation process on an industrial scale. The utility of hydrodynamic cavitation for microbial disinfection of seawater has been reported in this work. Seawater is used as cooling water in refineries and nuclear power plants or as ballast water in the shipping industry. Various norms and regulations of the International Maritime Organization (IMO) make it compulsory for ship owners to treat the ballasting seawater before discharging it into the sea. Also, if the seawater is not properly treated, it causes biofouling which affects the performance of cooling tower and other heat transfer equipments. It has been observed through our study that, hydrodynamic cavitation can be effectively used for microbial disinfection of seawater. Effectiveness of different types of cavitating devices for the extent of disinfection was studied. It was conclusively proved that, slit type of geometry consumes 40 % less energy compared to cylindrical geometry for similar extent of seawater disinfection. A combination of the conventional treatments of water disinfection such as chlorination and thermal treatment with hydrodynamic cavitation was found to increase the overall rate of disinfection significantly. Rate of reaction almost doubles when 5 ppm hypochlorite was used as disinfectant with the combination of cavitation compared to when only 5 ppm of hypochlorite was used. Similarly the rate of disinfection increases 2.5 times at 50 0 C in combination with cavitation compared to when, only 50 0 C was maintained and disinfection was carried out.

Анотація В статті розглянуто особливості використання методів знезараження баластних вод. Також увага приділяється застосуванню хелату заліза для знищення організмів у баластних водах. Розглянуто необхідні концентрація, час дії вище зазначених реагентів та їх вплив на патогенні включення мікроорганізмів. Проведено порівняння таких методів знезараження як: електроліз, озонування та ультрафіолетове опромінювання. Приведенні данні дослідження впливу озонування та ультрафіолетового опромінювання на розробленій в Дунайському інституті Національного університету «Одеська морська академія» системи очищення баласту.

Θα ήθελα να ευχαριστήσω από καρδιάς και να εκφράσω την απεριόριστη εκτίμηση μου στον επιβλέποντα καθηγητή μου, κ. Δρ. Μηχ. Κωνσταντίνο Γ. Πολίτη, καθηγητή του Τμήματος Ναυπηγών Μηχανικών της Σχολής Μηχανικών του Πανεπιστημίου Δυτικής Αττικής, για την καθοδήγηση που μου προσέφερε και τον πολύτιμο χρόνο που μου διέθεσε για την εκπόνηση της παρούσας διπλωματικής εργασίας. Επιπλέον, θα ήθελα να ευχαριστήσω όλους τους καθηγητές του Τμήματος Ναυπηγών Μηχανικών του Πανεπιστημίου Δυτικής Αττικής για τις γνώσεις που μου προσέφεραν και όλα όσα μου δίδαξαν κατά τη διάρκεια της φοίτησής μου στο ως άνω Τμήμα συμβάλλοντας καθοριστικά στην επιστημονική μου κατάρτιση. Επιπροσθέτως, οφείλω ένα μεγάλο ευχαριστώ στα ξαδέρφια μου, τον Δημήτρη Δρόσο, την Ντέμη και την Αλεξάνδρα Ντέκα, που με τις εμπειρίες και τις γνώσεις τους που μοιράστηκαν μαζί μου, όντας εργαζόμενοι σε ναυτιλιακές εταιρείες στην Αθήνα, στάθηκαν αρωγοί κατά της διάρκεια της εκπόνησης της παρούσας εργασίας, όπως επίσης και στους ναυπηγούς, κ. Κουλέρη Νίκο, Newbuilding Coordinator at «PANTHEON TANKERS MANAGEMENT LTD» και κ. Κανιάρο Αντώνη, Head of Fleet, Technical department at «Minerva Marine» για την αμέριστη υποστήριξη τους στη διεκπεραίωση της παρούσας διπλωματικής εργασίας. Ακόμη, θα ήθελα να εκφράσω τις ευχαριστίες μου προς τις ναυτιλιακές εταιρείες «PANTHEON TANKERS MANAGEMENT LTD» και «Minerva Marine» για την πολύτιμη βοήθεια, παραχωρώντας μου ναυτιλιακό (και όχι μόνο) περιεχόμενο που ήταν απαραίτητο για την υλοποίηση της παρούσας διπλωματικής εργασίας. Θα ήταν παράλειψη μου να μην ευχαριστήσω τους φίλους και συμφοιτητές μου, τον Ανδρέα, τον Γιάννη, την Δημητρία, τον Τάσο, τον Αλέξανδρο και τον Παύλο για την πολύτιμη βοήθειά τους κατά την ολοκλήρωση της παρούσας εργασίας. Τέλος, θα ήθελα να ευχαριστήσω τους γονείς μου, Γιώργο και Εύη, καθώς και τον αδερφό μου Θάνο, για την αμέριστη υποστήριξη τους καθ' όλη τη χρονική διάρκεια των σπουδών μου.

The scope for the project was: • Based on available information, produce an overview of test methods and other data relevant for environmental evaluation of antifouling agents. • Suggest how field evidence of effects, results from experiments in mesocosms, results from toxicity testing and physical/chemical characteristics of the active agent(s) in an antifouling system can assessed with the aim to include them in a list of restricted substances.

Eco-innovation research pays increasing attention to business models and their contribution to the diffusion of environmental technology into socio-technical systems. The extent to which a business model hampers or promotes certain types of eco-innovations remains an open question. In order to shed light on this issue, the authors develop a conceptual framework to show how a specific type of business model (Product-Service Systems) could be applied to the context of the maritime industry. With a focus on the Danish maritime industry, the case study addresses two questions: Which business models are being used to develop, install and service the ballast water treatment technology? And, How can these business models add value to the ballast water treatment systems in the market? The case shows that different business models are applied depending on whether the installation is on new or retrofitted vessels. Both installation and operation stages of ballast water treatment systems provide opportunities for collaboration among stakeholders. Based on the Eco-costs/Value Ratio model, the authors perform an analysis of on-board and port-based ballast water treatment systems with the aim to propose a possible product-service system. These results suggest that port-based systems have the highest potential for ecoefficient value creation and a possible product-service system can be designed for this kind of technology. The article highlights the point that authorities need to improve regulations to stimulate portbased ballast water treatment systems rather than on-board ballast management systems.

Eco-innovation research pays increasing attention to business models and their contribution to the diffusion of environmental technology into socio-technical systems. The extent to which a business model hampers or promotes certain types of eco-innovations remains an open question. In order to shed light on this issue, the authors develop a conceptual framework to show how a specific type of business model (Product-Service Systems) could be applied to the context of the maritime industry. With a focus on the Danish maritime industry, the case study addresses two questions: Which business models are being used to develop, install and service the ballast water treatment technology? And, How can these business models add value to the ballast water treatment systems in the market? The case shows that different business models are applied depending on whether the installation is on new or retrofitted vessels. Both installation and operation stages of ballast water treatment systems provide opportunities for collaboration among stakeholders. Based on the Eco-costs/Value Ratio model, the authors perform an analysis of on-board and port-based ballast water treatment systems with the aim to propose a possible product-service system. These results suggest that port-based systems have the highest potential for ecoefficient value creation and a possible product-service system can be designed for this kind of technology. The article highlights the point that authorities need to improve regulations to stimulate portbased ballast water treatment systems rather than on-board ballast management systems.

This study examines the use of the Ballast Water Treatment System in the domestic Canadian St. Lawrence River trade, on two large shuttle service tankers plying between Montréal and Québec City. Ballast Water Treatment Systems were mandated by the Government of Canada in 2021 for the purpose of preventing the transfer and spread of foreign aquatic invasive species, which can be inimical to the marine environment and to the economy. Ultra Violet Radiation technology is the most commonly deployed method of Ballast Water Treatment on Canadian ships.

The Ballast Water Management Convention and its rationale are based on tangible and verifiable factors. The International Convention permits the granting of Ballast Water Treatment System usage exemptions for justifiable reasons by the Administering Authority of member states to national ships trading within the waters of their jurisdiction. The timeline for its implementation in Canada sanguinely incorporates a degree of flexibility. The severity of the Canadian winters, the overwhelming significance of ‘Operational Safety’ and the unique Ballast Water Treatment System ‘Design and Installation Configuration’ of the ships studied call for circumspection in the analysis of risks.

The fragile Ultra Violet (U-V) Reactor Core of the U-V Radiation Treatment System needs to be maintained in good operational status irrespective of the weather or the frequency of its use. Preservation and protection of the St. Lawrence River System’s immense and complex biodiversity is a necessary obligation we must determinedly be committed to. Ballast Water Treatment Systems must be adaptable to the natural flow cycles and sedimentation patterns of the St. Lawrence River.

Pernicious impacts on the entire food chain by intentional and duplicated Ultra-Violet Radiation is certainly uncalled for when it is unnecessary and contributes significantly to Greenhouse Gas Emissions and Global Warming. The Greenhouse Gas Emissions are further doubled due to ballast water heating in the winter. Double jeopardy and overkill are core themes to be borne in mind in the rational evaluation of the current Canadian Shipboard Ballast Water Treatment System Operating Policy.

The primal planktonic food source of marine inhabitants is pivotal to their survival, population stability and ecosystem integrity; and the use of a technology which wreaks havoc on the genetic structure of a crucial food source at the bottom rung of the food chain has the potential for exacerbated detrimental repercussions on higher order species (including humanity) through the progressive process of cyclical food chain ascendancy by food consumption.

Above all, the stark realization of ‘Global Warming’ caused by Green House Gas (GHG) emissions as an imminent threat and urgent steps to counter the impending crisis through ‘Energy Efficiency’ measures in all areas of activity are the foremost and imperative endeavours we must resolutely strive towards, as a profound and unambiguous responsibility. No stone must be left unturned in addressing the existential peril of ‘Global Warming’ which is already upon us and not an unknown future threat.
   
The impending ‘Climate Crisis’ cannot be viewed in isolation as an independent issue as it will profoundly affect the pristine ecosystem balance on the St. Lawrence River, which we are obliged to preserve. A hazard applicable exclusively to a heterogenous international trading regime composed of diverse and complex marine organisms is clearly not applicable to a homogenous and consistent domestic trading regime composed of compatible and congruous marine organisms. A realistic menace in a multidimensional sphere of activity should not be appropriated and superimposed as a threat, without justification and due diligence, in a unidimensional sphere of activity.

Unified and consolidated response action with a strategic appreciation of the macro environment to counter a concrete risk of utmost priority is the goal we are all working to achieve. Let us never lose sight of this goal. There is no room for apathy.

After a brief overview of the International Convention for the Control and Management of Ships' Ballast Water and Sediments (BWM Convention), 2004, the status of ratification and its applicability to ships the main methods for ballast water treatment required by the BWM Convention are introduced. Port-based reception and treatment facilities would offer many benefits compared to treatment of ballast water on boardshore-based facilities would be more efficient and provide both economical and environmental advantages. The choice to impose the ballast water treatment obligations on the ships and their crews may have been the solution of least resistance, but it may also be the solution, which represents the least efficiency and the greatest overall cost as well as a potential for negative consequences for the crew responsible for ballast water management.

Center for Progressive Reform The Costs of Regulatory Delay About the Center for Progressive Reform Founded in 2002, the Center for Progressive Reform is a 501(c)(3) nonprofit research and educational organization comprising a network of scholars across the nation dedicated to protecting health, safety, and the environment through analysis and commentary. CPR believes sensible safeguards in these areas serve important shared values, including doing the best we can to prevent harm to people and the environment, distributing environmental harms and benefits fairly, and protecting the earth for future generations. CPR rejects the view that the economic efficiency of private markets should be the only value used to guide government action. Rather, CPR supports thoughtful government action and reform to advance the well-being of human life and the environment. Additionally, CPR believes people play a crucial role in ensuring both private and public sector decisions that result in improved protection of consumers, public health and safety, and the environment. Accordingly, CPR supports ready public access to the courts, enhanced public participation and improved public access to information. The Center for Progressive Reform is grateful to the Public Welfare Foundation for funding this report, as well as to the Bauman Foundation, the Deer Creek Foundation, and the Open Society Institute for their generous support of its work in general.

p-Nitrophenol (PNP), a widely utilized intermediate, is a persistent pollutant present in industrial effluent streams. The inherent toxicity of PNP necessitates its treatment before releasing it in the environment. The conventional approach pertaining to degradation of PNP is based on chemical and biological methods for decomposition. Alternatively, Hydrodynamic Cavitation (HC) is emerging as a promising technology for waste water treatment. This study investigates HC as an alternative technology to degrade PNP and subsequently enhance efficiency by varying involved parameters. The HC-H2O2 system is reported to exhibit synergism for pollutant oxidation, the applicability of which is also investigated for degrading PNP. A PNP solution of fixed concentration was subjected to HC using a circular Venturi. Degradation was studied by varying time, pressure, pH and H2O2 concentration. Decompostion of p-Nitrophenol was quantified by UV-Visible Spectroscopy at 405nm. Degradation of PNP was observed to be directly proportional to time at constant pressure and an initial increase in pressure led to higher degradation. However, on achieving a peak decomposition level, the extent of decomposition declined with further increase in pressure. Experiments done at acidic pH resulted in over two times the decomposition than those done at basic pH. The PNP-H2O2 system exhibited 91% more degradation than the sum of degradations affected by PNP and H2O2 individually. Moreover, subjecting PNP:H2O2 in a molar ratio of 1:5 to HC resulted in near-complete (>95%) degradation. This study proposes variations of parameters for optimum decomposition of PNP using HC and explores the HC-H2O2 system as a promising alternative for the degradation PNP.

A novel physicochemical disinfection method based on hydrodynamic cavitation has been identified to disinfect ballast water. The phenomenon of hydrodynamic cavitation which is associated with the formation, growth and the collapse of microbubbles, leads to the generation of very high pressures and temperatures locally, which can cause cellular damage and makes microorganism nonviable. This paper explores the microbiocidal effectiveness of hydrodynamic cavitation coupled with in-situ generated chemicals from sea-water itself for the disinfection of ballast water with respect to the ballast water discharge standards of the International Maritime Organization (IMO). Experiments performed in this study indicate that this method is a potential physicochemical ballast water disinfection technique. This advanced technology is eco-friendly as it does not use harmful external chemicals, UV or ultrasound, does not produce harmful by-products, and is energy efficient, economical, and can be sc...

Seabed gallery intakes: Investigation of the water pretreatment effectiveness of the active layer using a long-term column experiment Item Type Article Authors Dehwah, Abdullah; Missimer, Thomas M. Citation Dehwah AHA, Missimer TM (2017) Seabed gallery intakes: Investigation of the water pretreatment effectiveness of the active layer using a long-term column experiment. Water Research 121: 95-108.

Maritime transport and shipping are impacted negatively by biofouling, which can result in increased fuel consumption. Thus, costs for fouling reduction can be considered an investment to reduce fuel consumption. Anti-fouling measures also reduce the rate of introduction of non-indigenous species (NIS). Further mitigation measures to reduce the transport of NIS within ballast water and sediments impose additional costs. We estimate that the operational cost of NIS mitigation measures may represent between 1.6% and 4% of the annual operational cost for a ship operating on European seas, with the higher proportional costs in small ships. However, fouling by NIS may affect fuel consumption more than fouling by native species due to differences in species' life-history traits and their resistance to antifouling coatings and pollution. Therefore, it is possible that the cost of NIS mitigation measures could be smaller than the cost from higher fuel consumption arising from fouling by NIS.

The present study describes a model-based approach for the assessment of central cooling retrofit solutions using variable speed drive (VSD) seawater (SW) pumps in marine applications. There are two main innovative features of the proposed methodology. The effect of boundary conditions (fluid stream temperatures and mass flow rates) on the performance of central SW/fresh water (FW) cooler is considered via a detailed heat exchanger simulation model. Additionally, the repercussion of the higher FW temperature on the main engine fuel consumption due to the incorporation of a VSD SW pump is examined. The proposed methodology is applied on a handy-size bulk carrier equipped with a shell and tube SW/FW central cooler and a two-stroke main diesel engine. Both the reduced power demand for the VSD pump and the increased brake specific fuel consumption (bsfc) of the main engine due to the increased low temperature (LT)/FW temperature have been considered at each operating point examined. Pre...

Marine species are usually transported from one area to another by the ballast water used to provide safe operation for vessels. After entering a new environment, they may cause damage to the local ecosystem, leading to the disruptions of the entire marine ecosystem, and seriously affecting not only biodiversity but also several industries such as fishing and aquaculture. Therefore, the United Nations (UN) considers the presence of non-indigenous oceanic species to be one of the top four serious threats to the global environment; and, how to effectively control the non-indigenous aquatic species has captivated the special attentions of several scientists worldwide. With the significant development in the maritime industry, strict requirements the control and management of ships’ ballast water and sediments set by The UN's International Maritime Organization (IMO) have well shaped the trend in installing ballast water treatment systems. Among them, Optimarin Ballast System is pre...

Along with the International Maritime Organization (IMO), the United States Maritime Administration has developed its own ballast water management legislation under the dual authority of the US Coast Guard and the Environmental Protection Agency. The IMO and US ballast water management regulations are globally recognized as the most significant and influential regimes. Complexity and certain regulatory differences pose considerable concern amongst all stakeholders in the shipping industry, predominantly ship owners and ship operators. This paper presents a conceptual study which overviews, emphasises, and compares key provisions of these two sets of regulations by targeting and unveiling significant points from their perspective since they represent the largest group of stakeholders. Therefore, the paper aims to support shipowners and operators in better understanding the Ballast Water Management regulations and their differences. In addition, the study may benefit in choosing an adequate ballast water treatment system to be installed onboard ships, considering the sea areas where ships intend to operate. Finally, the paper can also help policy makers understand those differences that could present a major barrier in the efficient and smooth ballast water management implementation.

⎯a water brake loads the diesel engine will set desired work points and work curves. So that can find a safe point and control safety. After this, the essential system component will be created the model in block diagram and the block diagram will be simulated with Simulink. This requires a model of combustion machine and its control as well as break system and its control. The valve angle also affects the amount of flow or discharge of water which resides in the brake system. The amount of water flow in the brake system affects the amount of load that will be accepted by the main engine. The model is to be validated with measured data. To define load characteristics for a parallel operating visualization, these load characteristics are to be simulated. The results of the modeling were to know PI controller parameters to control the main engine. In the investigation, then simplify the process of modeling results are displayed in the form of a curve. Where in the curve we can see the performance of the engine and brake system so that the operation of the main engine will get maximum condition within safe limits.

Global Advantech Resources has identified that hydrodynamic cavitation, a technology it has been harnessing for a number years for completely different, unrelated application, is capable of being utilised as an efficient and cost effective method for ballast water treatment to treat very large pumped water flows within a short period of time.

The present study successfully demonstrates greener methodology of hydrodynamic cavitation using rotational flows for disinfection of water. Disinfection of two model microbial strainsgram-negative (Escherichia coli) and gram-positive (Staphylococcus aureus) using vortex diode was evaluated. The removal efficacy was quantified for two different cavitation reactors. Practically complete elimination of E. coli was achieved (99%) after 1h of cavitation at a pressure drop of only 0.5 bar. However, elimination of S. aureus using vortex diode was observed to be lower in comparison to the removal of E. coli and only 60% disinfection could be achieved under similar conditions, which can be subsequently enhanced up to 98% by increasing pressure drop. The results were compared with another cavitating device that employs linear flow for cavitation, orifice. The reactor geometry has significant impact on the disinfection process and orifice was found to require significantly higher pressure drop (10 bar) conditions for disinfection and for eliminating gram-positive bacteria with high efficiency. A plausible mechanism for disinfection was proposed to elucidate the role of cavitation in cell destruction leading to death of cells through the rupture of cell wall, oxidative damage and possible DNA denaturation. Also, a cavitation model using per pass disinfection was developed that can provide meaningful physical description of the disinfection process as against the conventional first order reaction rate model. This study would provide meaningful insight into cavitation process based on hydrodynamic cavitation for the destruction of both gram-negative and gram-positive bacteria from various water sources, including industrial wastewaters.

The present paper focuses on ballast water management systems (BWMS) in line with the Ballast Water Management Convention, aiming to prevent marine pollution from harmful alien species transported through ships’ ballast water. Three approaches of BWMS are considered: Ballast water exchange, Onboard and Onshore systems. Solutions regarding ballast water reception and treatment are proposed, including several options: for ports that are equipped with ballast water reception facilities (BWRFs); for ports not equipped with BWRFs and for companies with onshore facilities (OBWRFs).Thoroughly examined in the paper is the applicability of national onshore BWMS inclusive specifically of the expected users of the OBWRFs; suggested stakeholder groups involved in the process and their responsibilities; step by step procedure; documentation of the procedure related to the main parties - the Shipowner/ captain, Port authority, the company with OBWRFs. It has been found out that OBWRFs are more su...

Application of hydrodynamic cavitation for disinfection of water is gaining momentum, as it provides environmentally and economically sound options. In this effort, the effect of cavitating conditions created by differential pump valve opening and that created by flowing through a cavitating element (orifice plates) on the microbes (zooplankton in seawater) is described. The experimental results are compared with modeling of cavitating conditions that includes cavity dynamics, turbulence generated by individual oscillating cavity, cell wall strength and geometrical & operating parameters of cavitation device. Theoretical model for quantifying the cavitationally generated turbulent shear and extent of microbial disinfection has been developed. Experimental results indicated that cavitation and/or turbulent fluid shear dominantly originating from cavitation are effective tools for seawater disinfection as more than 80% of the Zooplankton present in the seawater were killed. It was also observed that shock waves generated due to cavitation is not the sole cause for zooplankton disruption. A correct physical mechanism accounting fluid turbulence and shear, generated from stable oscillation of cavity, significantly contribute towards the disruption. Further refinement of the model presented will serve as a basis for higher degree of disinfection and provide a practical tool for sea water disinfection.

The present study describes a model-based approach for the assessment of central cooling retrofit solutions using variable speed drive (VSD) seawater (SW) pumps in marine applications. There are two main innovative features of the proposed methodology. The effect of boundary conditions (fluid stream temperatures and mass flow rates) on the performance of central SW/fresh water (FW) cooler is considered via a detailed heat exchanger simulation model. Additionally, the repercussion of the higher FW temperature on the main engine fuel consumption due to the incorporation of a VSD SW pump is examined. The proposed methodology is applied on a handy-size bulk carrier equipped with a shell and tube SW/FW central cooler and a two-stroke main diesel engine. Both the reduced power demand for the VSD pump and the increased brake specific fuel consumption (bsfc) of the main engine due to the increased low temperature (LT)/FW temperature have been considered at each operating point examined. Pre...

This study addresses how cultures of three phytoplankton species-Chaetoceros calcitrans, Chlorella autotrophica and Phaeocystis globosa-can recover from the effects of UV-C exposure if the cells are placed in a rich medium. Flow cytometry and pulse amplitude modulation (PAM) were used to determine cell recovery after UV treatment. The recovery of C. calcitrans was complete 9 days after treatment. For C. autotrophica, the recovery was noticeable 5 days after treatment. P. globosa only recovered if the UV dose did not exceed 7.3 Â 10 5 lWs/cm 2. The recovery of the UV-treated cultures introduced to a regrowth medium, compared with the recovery of the irradiated cultures kept in their original environment, had two main characteristics: cell recovery was slower but was more efficient. This pattern of recovery has very important implications for real ballast water management systems because such systems discharge treated water into the environment.

This study brings out a disinfection process of bacteria Escherichia coli using a combination of ozonation and hydrodynamic cavitation method. Cavitation was generated using venturi injector, and three commercial Ozonator was used for generated ozone. Various configuration method was arranged to evaluate the performance of each kind method as well as a combination of them on the disinfection process. Effect of various flow rate (3, 5, and 7 LPM) and dosage of ozone (64.83, 108.18, and 135.04 mg/h) was investigated. Combination of ozonation and hydrodynamic cavitation (7 LPM and 135.04 mg/h dosage of ozone) showed the best performance with initial concentration is 1.49 x 10 5 CFU/mL; all bacteria were disinfected for 45 min. The results are better than the single hydrodynamic cavitation method (7 LPM) which had 21% remaining of bacteria, and all bacteria were disinfected on a single ozonation method (135.04 mg/h dosage of ozone) for 60 min.

À minha querida mãe, pelo seu total apoio, paciência e incentivo, principalmente nas horas mais difíceis. Á minha filha adorada Larissa, razão plena do meu viver. 4 AGRADECIMENTOS À profª. Drª. Irma N. G. Rivera pela orientação, ensinamentos e paciência ao longo destes anos de convivência. Á CAPES pela concessão da bolsa de Doutorado durante quatro anos e do programa PAE, durante um ano. Aos profs. Drs. Claudete Rodrigues de Paula e Vivian H. Pellizari por permitirem o uso dos laboratórios e aparelhos.

The most important types of the subsidiary compounds which are produced as by-products of disinfection process are trihalomethanes, haloacetic acids, haloacetonitriles, chlorites, chlorinated hydrates, formaldehydes, and cyanogen chlorides. Given the adverse effects of disinfection byproduct compounds in drinking water, especially the carcinogenic effects of trihalomethanes, the aim of this study was to evaluate the effect of heating the water to reduce or eliminate the amount of trihalomethanes in drinking water in the city of Sanandaj. To conduct this study, 12 samples were collected from the three endpoints of the water distribution network in Sanandaj in September 2015 (the sampling was carried out in places where, according to the results of the previous samplings, had the highest amount of trihalomethanes compared to other parts of the water distribution network). Results were analyzed using Excel statistical software. The results showed that after boilling water for 1 minute, chloroform reduced from 27 to 6.8 µg/l (74.8% removal), after 3 minutes it reduced to 4.1 µg/l (84.8% removal), and finally after 5 minutes it reached zero µg/l (100% removal). After boiling water for 1 minute, dichlorobromomethane reduced from 26 to 7 µg/l (73.1% removal), after 3 minutes it reduced to 4.1 µg/l (87.7% removal), and after 5 minutes it reached zero µg/l (100% removal). After boiling water for 1 minute, dibromochloromethane reduced from 8 to 4.2 µg/l (70% removal), and after 3 minutes it reached zero µg/l (100% removal). After boiling water for 1 minute, bromoform reduced from 8 to 0.9 µg/l (55% removal), and after 3 minutes it reached 0 µg/l (100% removal). Given that chloroform and dichloromethane constitute the highest percentage of trihalomethanes in water samples in Sanandaj, boilling the water, which is a very cost effective method without a need for expensive laboratory equipment and materials, can have a significant impact in the removal of these dangerous chemicals.

The European Project Semester (EPS) is a one-semester capstone project/internship programme offered to engineering, product design and business undergraduates by 18 European engineering schools. EPS aims to prepare future engineers to think and act globally by adopting project-based learning and teamwork methodologies. The EPS@ISEP programmethe EPS programme provided by ISEP-the School of Engineering of the Polytechnic Institute of Porto-started in 2011 and has since welcomed 3rd and 4th year mobility students during the spring semester. In particular, sustainable development is a pervasive concern within EPS projects. It was in this context that, in 2012, a team of EPS@ISEP students decided to develop a water disinfection system. While the technical goal of the project was to design and develop a fluid disinfection system for removing bacteria, viruses and seaweeds, the overall objective was far more ambitious: to help students learn, develop and adopt sustainable practices for their future professional life. The system was intended to be a simple and effective solution for water treatment and recycling. At a larger scale, the project contributes to the preservation of the planet's fresh water resources and to the improvement of the population's health by eliminating harmful microorganisms from the water. This challenge was, by itself, motivational and exposed the team to new learning experiences. The team found several approaches for water treatment and, after a detailed analysis, decided to adopt Ultraviolet (UV) irradiation for the removal of microorganisms. This multidisciplinary real world problem drove the team during the semester. The team surveyed and compared different methods for water cleansing and recycling, chose one approach and, then, designed, built and tested the prototype. In addition, the students also addressed marketing, sustainability as well as the ethic and deontological issues regarding the proposed solution while developing crosscultural understanding, teamwork and communication skills. The project provided an excellent opportunity to foster the concept of sustainable development amongst students.

It is apparent that no single or simple universal solution presently exists for shipboard treatment or management to prevent the transfer of viable non-native organisms in ballast water. Only a very limited number of the treatment options listed below has been shown to be 100% effective (and only for some specific organisms in some cases), environmentally sound, cost effective and safe during application. Several technologies (including the widely recognised forms of water exchange currently in use throughout the world) or a combination of technologies (tool box) may however, be at least partially effective and feasible in terms of economic and shipboard constraints. Currently heat treatment, mechanical removal of organisms in combination with UV treatment, and chemical treatment of ballast water are considered the most promising approaches. However, concerns have been expressed regarding residual environmental polluting components, health and safety problems related to storage of chemicals and compatibility with cargo carried on board as well as direct and indirect handling of chemicals by crew members. Given the global nature of shipping and therefore the transport of non-native organisms in ballast water, the International Maritime Organization (IMO) and various countries, are considering the adoption of a Ballast Water Convention, which would include a technical effectiveness standard that would form the initial basis for acceptance of the various treatment options. The IMO Convention would aim to achieve a standard approach to ballast water management but in the meantime some countries, such as Australia, have introduced their own ballast water regulations. It is important that ongoing research and development aimed at developing and demonstrating existing and new treatment techniques be maintained in order that the IMO can incorporate the best available technology into the proposed convention. In summary, there is no current "stand-alone" treatment option, that covers all possible scenarios. However, a combination of methods could result in cost-effective management options.

After a brief overview of the International Convention for the Control and Management of Ships' Ballast Water and Sediments (BWM Convention), 2004, the status of ratification and its applicability to ships the main methods for ballast water treatment required by the BWM Convention are introduced. Port-based reception and treatment facilities would offer many benefits compared to treatment of ballast water on boardshore-based facilities would be more efficient and provide both economical and environmental advantages. The choice to impose the ballast water treatment obligations on the ships and their crews may have been the solution of least resistance, but it may also be the solution, which represents the least efficiency and the greatest overall cost as well as a potential for negative consequences for the crew responsible for ballast water management.

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Ballast tank sediments host organisms that pose invasion risk even if the ships are installed with ballast treatment systems. The bottom sediments also contribute to corrosion and cause cumulative deadweight loss over the years. This study presents the outcomes of the project "Conceptual Ballast Tank Design for Reducing Sediment Accumulation" (TUBITAK, Grant No: 115Y740). In the published first phase of the project, sediment accumulation pattern was determined and the center girder was found to be critical. In this study, the findings of the second and third phases are presented. In the second phase, the tank model design was revised aiming to reduce total sediment accumulation. The contribution of this revision was found to be is numerically insignificant. However, this revision drove more sediment towards the center girder. Thus, in the third phase, a pneumatic cleaning system targeting the center girder was designed to mobilize water to suspend sediment and facilitate discharge from the tank. The pneumatic cleaning system reduced the total sediment deposition in the ballast tank up to 45%. Operating the pneumatic system before de-ballasting operations on a regular basis would decrease the amount of sediment to be managed; reduce the invasion risk, tank corrosion, and cumulative deadweight loss.