Ships transport about 80 percent of world trade and transfer approximately three to five billion tons of ballast water internationally every year. Due to the likely presence of pollutants, the ballast water discharged by ships can have negative effects on aquatic ecosystems. This study was conducted on 10 ships that entered the Bushehr port to determine the effectiveness of the ballast water exchange method and also to specify the contents of heavy metals (Ni, Cd, Pb and Cu) in the water and sediment of the ships’ ballast tanks. The samples were collected from January 2017 to July 2018 during a cold and a hot season. The results indicate the values of heavy metals in the samples in this order: Ni> Cu > Pb > Cd. The heavy metals concentrations in the sediment samples did not exceed the standard of the National Oceanic and Atmospheric Administration (NOAA). Whereas, Cu and Ni in all water samples and Cd in samples 2 and 7 exceeded the NOAA quality standard value. A correlation analysis of the metals showed that the sources of heavy metals vary in water and sediment samples, except for Pb and Cu in sediment samples which a positively significant relationship were observed. The results also revealed that the ballast water exchange method cannot by itself be effective and an efficient management together with continuous monitoring seems to be essential to prevent pollution of the ballast tanks of the ships entering the Bushehr port.

Ballast water transport is considered as one of the major vectors for dispersal of microplastics around the global oceans. In this commentary, a simple, inexpensive solution has been proposed to reduce microplastic pollution and its mobility via ballast water. A screening chamber (with stainless steel three layered mesh) is proposed to be attached to the existing Ballast Water Treatment Systems (BWTSs) in cargo ships to filter back-flushed sea water from BWTSs. The three layered screens (500, 300 and 100 μm) will not only avoid clogging and easy separation of different size groups of microplastic particles but also help in smooth discharge of water to the sea. This technique is expected to remove a large number of microplastic particles (ranging from 0.0015 to 1020 million) from a single voyage. The proposed chamber may help to collect 0.0003–204 metric tons of particles/day, depending upon the geographical location of ballast intake in the global ocean. These estimations were made by considering a daily turnover of 0.033 billion tonnes of ballast water globally. This proposed screening chamber attached to the existing BWTSs in cargo ships, along with other region-specific ocean cleaning initiatives, will help in mitigating microplastic pollution in the global ocean.

Disinfection byproducts (DBPs) generated by ballast water treatment have become a concern worldwide because of their potential threat to the marine environment. Predicting the relative DBP concentrations after disinfection could enable better control of DBP formation. However, there is no appropriate method of evaluating DBP formation in a full-scale ballast water treatment system (BWTS). In this study, multiple regression models were developed for predicting the dibromochloromethane (DBCM) and bromoform (TBM) concentrations produced by an emergency BWTS using field experimental data from ballast water treatments conducted at Dalian Port, China. Six combinations of independent variables [including several water parameters and/or the total residual oxidant (TRO) concentration] were evaluated to construct mathematical prediction formulas based on a polynomial linear model and logarithmic regression model. Further, statistical analyses were performed to verify and determine the appropriate mathematical models for DBCM and TBM formation, which were ultimately validated using additional field experimental data. The polynomial linear model with four variables (temperature, salinity, chlorophyll, and TRO) and the logarithmic regression model with seven variables (temperature, salinity, dissolved oxygen, pH, turbidity, chlorophyll, and TRO) exhibited good reproducibility and could be used to predict the DBCM and TBM concentrations, respectively. The validation results indicated that the developed models could accurately predict DBP concentrations, with no significant statistical difference from the measured values. The results of this work could provide a theoretical basis and data reference for ballast water treatment control in engineering applications of emergency BWTSs.

This study helps understand the ballast water-mediated species spread risk dynamics in the Mediterranean and examine potential policy options for ballast water management to further reduce species spread risk in the region. Results show that Gibraltar, Suez, and Istanbul remained high-risk ports from 2012 to 2018, and they are hub ports connecting several clusters. We reveal ballast water management implications for both the Mediterranean region and individual hub ports respectively. To further reduce the risks of individual Mediterranean hub ports beyond the IMO standards, the most effective (cost-effective) regulatory method is to set more stringent regulation towards such hub ports besides the IMO regulation. To further reduce the risks of the Mediterranean as a whole, the most effective (cost-effective) regulatory scenario is to set more stringent regulation towards all Mediterranean ports besides the IMO regulation. The barge-based method is the most cost-effective technology to achieve stricter regulations.

Anthropogenic pressures such as the introduction of non-indigenous species (NIS) have impacted global biodiversity and ecosystems. Most marine species spreading outside their natural biogeographical limits are promoted and facilitated by maritime traffic through ballast water and hull biofouling. Propagule pressure plays a primary role in invasion success mixed with environmental conditions of the arrival port. Moreover, with the current ocean sprawl, new substrates are offered for potential NIS recruits. Here, differences in the fouling assemblages thriving inside three different ports/marinas facilities in Madeira Island were assessed for comparison. The locations showed significant differences concerning assemblage structure. Most NIS were detected in plastic floating pontoons. Funchal harbour receives most of the marine traffic in Madeira, acting as the main hub for primary NIS introductions, being recreational boating involved in NIS secondary transfers. Our results highlight the need for future management actions in island ecosystems, particularly monitoring and sampling of recreational boating.

Ballast water is a primary vector for the global transfer of non-indigenous species, which threaten the balance of aquatic ecosystems. The second-generation high-throughput sequencing (HTS) and culture method (by the first-generation sequencing technology) were used to explore pathogens in ballast water from international ships on the routes of China-Australia (AU), China-Europe (E) and China-America (AM). No significant differences in dominant bacteria among ballast water samples from different routes. Thirty-four pathogens were detected in all samples by HTS, including Acinetobacter lwoffii, Brevundimonas vesicular and Pseudomonas sp., etc., while nine pathogens were detected by culture, including Pseudoalteromonas piscicida, Rhodococcus erythropolis and Vibrio alginolyticus, etc. All ballast water carried a potential bacteriological risk to Yangshan Port. The abundance of pathogens was significant affected by holding time, temperature, salinity and NH₄. Detection of pathogens as much as possible through different technologies is desirable, more pathogens could provide beneficial information for enhancing ballast water management.

Ship ballast water can transfer harmful organisms, including antibiotic-resistant bacteria (ARB), among geographically isolated waters. In this study, the presence and composition of ARB and multiple ARB (MARB) were investigated in the ballast waters of 30 vessels sailing to the Port of Jiangyin (Jiangsu Province, China). ARB were detected in 83.3% of the ship's ballast water samples. Moreover, penicillin- and cephalothin-resistant bacteria were the most and least prevalent ARB in the ballast waters, respectively. Oxytetracycline-, chloramphenicol-, tetracycline-, and vancomycin-resistant bacteria were also detected at high concentrations. The multiple antibiotic resistance index demonstrated the presence of MARB, which exceeded 200% in the ballast waters of five ships. Furthermore, 15 species, including the human opportunistic pathogens Vibrio alginolyticus and Serratia nematodiphila, were resistant to at least three antibiotics. Therefore, the potential ecological risk of ARB warrants further attention because of their effective invasion by ballast water.

To verify ships' compliance with ballast water regulations, samples may be collected and tested for viable organisms. This task is completed using a sample probe, which is placed in the ballast discharge pipe through a sample port (a flanged opening). To collect representative samples, the placement of the sample port and the size of the sample probe must be appropriate for the shipboard piping arrangement and ballast water flows. The placement of sample ports was evaluated on 72 ships to assess the current condition of ballast water sampling installations against available guidance. Few ships (15%) had sample ports fully aligned with International Organization for Standardization (ISO) standard 11711-1. While current configurations may present challenges in collecting representative samples, these installations likely occurred before the ISO standard was available. Future installations should be in accordance with the standard to facilitate representative sampling.

The discharge of ballast water from ocean-going ships is a major pathway by which invasive species are introduced into coastal waters. As a global factory and trade power with extensive shipping networks, China has paid a huge ecological price for its progress. However, current endeavors to protect the nation's biodiversity are largely focused on terrestrial ecosystems. Therefore, for the first time, we conducted a comprehensive risk assessment of ballast water-induced biological invasion in Chinese ports. The results showed that the ports in the Yangtze River Delta, Pearl River Delta, and Southern Taiwan Province face significantly high invasion risks, and the number of donor ports, connected ships, and arriving vessels showed a positive correlation with the invasion risk. Further, we observed that even a low efficacy disinfection of ballast water can still significantly decrease the level of invasion risk.

The United Nations recognised the transfer of invasive species across natural barriers as one of the greatest pressures to the world's oceans and seas. The BWM Convention sets the global standards on ballast water management (BWM) requirements, while recognising that regional and local specifics have to be considered for its effective implementation. In the Adriatic Sea cross-border activities were conducted to provide for essential information/data and tools to support a regionally coordinated implementation of the BWM Convention. This special issue contains 18 publications that include results and recommendations from studying the ballast water and management issues through sampling of ballast water on vessels, risk assessment for exemptions and BWM, biological and chemical port baseline surveys and monitoring conducted in ports along the Adriatic Sea coast, oceanographic conditions, ballast water sediment issues and their management in ports, and the implementation options of the BWM Convention through the Adriatic States' environmental law and institutions cooperation. Essential data and tools to support a regional approach in the implementation of the BWM Convention were provided, and are therefore available to the administrations of the Adriatic countries to enable protection of the Adriatic Sea environment, human health property and resources from negative impacts of ballast water being discharged in the area. Data, approaches and tools provided here may be helpful in any other region to support an effective BWM Convention implementation.