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12 Simplified illustration of the main conditional expressions controlling the life, death and settlement success of individual agents for each model time-step; Note: The only exit to the loop of the flow-diagram is to either successfully settle or perish
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The International Convention for the Control and Management of Ships' Ballast Water and Sediments (The Ballast Water Management Convention or BWMC) (IMO, 2004) and its associated guidelines aim to reduce the impact of potentially harmful aquatic organisms and pathogens by preventing their spread from one region to another, by establishing standards...
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... For example, in the Southeast Asian context, a ship ballasting on the west coast of Thailand in the Andaman Sea and travelling to and deballasting in a Thai port in the Gulf of Thailand (ca. 1 500 nautical miles away) would not require an application under the BWMC, while a ship sailing from Singapore to the island of Pulau Batam (Indonesia), less than 10 nautical miles away, would have to comply with the convention. This is both biologically and administratively unsound (Stuer-Lauridsen and Overgaard 2014;Saunders et al. 2016). Currently the only way to resolve such issues is voluntarily through regional sea approaches and working groups such as the Helsinki Commission (HELCOM) for the Baltic Sea, OSPAR Commission for the North-East Atlantic sea region and the Regional Marine Pollution Emergency Response Centre (REMPEC) for the Mediterranean Sea. ...
Shipping plays a crucial role in supporting global trade, including the transport of products from the aquaculture industry. However, ships may also unintentionally transport invasive species and pathogens in their ballast water which pose biosecurity risks for aquaculture. The Ballast Water Management Convention was developed to manage the biosecurity risks posed by ballast water and has entered into force in September 2017. The management measures and technologies arising from the convention provide some solutions and opportunities for the aquaculture industry. Among these is the potential transfer of treatment technologies between shipping and aquaculture in order to deal with bio-invasion and biosecurity. However, there are residual weaknesses in the regulatory regimes for ballast water management which may reveal a continuous risk from shipping to the aquaculture industry. Gaps include knowledge and management of other aquatic bacteria or viruses that could cause outbreaks in the aquaculture industry and threaten food security and human health. Solutions include focused risk assessments for aquaculture and regional collaboration.
... An example is the joint HELCOM and OSPAR online ballast water management tool for the North Sea and the Baltic Sea [23], which also provides access to an invasive species database. In other areas where limited information exists, the target species may be decided on alternative approaches based on the reporting of previously described invasive species [43]. This methodology has been proposed for example by the Singapore Tropical Marine Science Institute [39] and assumes that invasive species reported from one location have life history traits necessary to be invasive elsewhere [42]. ...
... As another example of model output, the information presented in Fig. 5 illustrates the effects of larval dispersal from coral reef sites in Singapore 45 days after a "spawning event" (from [43]). It shows the cumulative density of competent larvae across to Indonesia to the south and Malaysia to the east and west. ...
... Temporal model snapshot of the cumulative density of competent larvae dispersed from all coral reef sites in Singapore 45 days after a spawning event using MIKE Software [43]. enforcement of zone management practices. ...
Same Risk Area refers to an area-based approach for the risk assessment of aquatic invasive species that considers the extent of natural dispersal. It is a new addition to the Guidelines on Risk Assessment (G7) under the International Convention for the Control and Management of Ships' Ballast Water and Sediments. The method outlined here to define the extent of a Same Risk Area assesses the connectivity of species of concern within a wider area by combining information from simulated hydrodynamic data and agent-based modelling with the biological traits and habitat preferences of the selected target species.
... Mikäli eliökannat todetaan yhdenmukaisiksi, näiden kansainvälisten kohteiden välillä tapahtuva liikenne olisi periaatteessa mahdollista ilman painolastivesien käsittelyä. ( Saunders et al. 2016) Alun perin Tanskan ehdottamaa SRA- konseptia ovat tukeneet sekä Norja että Ruotsi, ja konseptia halutaan hyödyntää erityisesti näiden maiden vesialueilla (Hansen, henkilökohtainen tiedonanto 22.5.2017). Painolastivesiyleissopimusta ei tarvitse muuttaa SRA-konseptin mahdollistamiseksi vaan riittää, että sille tehdään oma määritelmä riskinarviointia koskevaan G7- vapautusohjeistukseen. ...
Maritime environmental regulation related costs also generate savings, for instance through improved
energy efficiency. The known annual cost impact of environmental regulation on Finnish seaborne foreign
trade for the period 2020-2025 is approximately EUR 25-40 million per year, which is about 0.1 – 0.2% of
the total logistic costs in industry and commerce. Of the key export industries, the largest cost burden
falls on metal, forest and chemical industries. If the limitation of greenhouse gas emissions would be
sought through emissions trading, this would increase the costs on the Finnish economy with an additional
EUR 25-30 million annually. The regulatory changes will also create business and growth opportunities
e.g. for original equipment manufacturers, system integrators, ship designers as well as ship repair and
demolition yards. In the upcoming negotiations for the different stages of the vessels’ Energy Efficiency
Design Index, EEDI, in the case of Finland in particular the impact of the regulation on winter navigation
and the ship's ability to operate in ice should be taken into account. The regulatory changes will also
generate significant global markets for solutions to reduce emissions and energy use in shipping. Several
Finnish companies are among the top suppliers of these technologies, and they are well placed to take
advantage of this business potential.
The International Maritime Organization (IMO) has adopted the Ballast Water Management Convention (BWMC), which requires vessels to manage their ballast water according to specific standards. While most vessels have to install a management system onboard, in some cases, a mobile solution, for example a system fitted in a container, might be a more viable solution. These mobile systems are an excellent solution as a contingency measure as well, that is when onboard systems malfunction. Research on the topic is rather scant. To that extent, this paper proposes a Bayesian network-based framework to model and assess the feasibility of mobile ballast water treatment solutions. The results based on input from experts indicate that mobile systems are a highly feasible solution. The operational and logistical feasibility of the system are the most important parameters and are areas where the manufacturers and service providers should pay more attention. With compliance deadlines approaching, malfunctions of installed systems increasing and the technology for port-based solutions becoming more mature, there will be increased focus on port-based systems. Our results can, therefore, provide valuable insights to regulators, ship and port operations and we hope that they can spark further academic research on this area.
