Suspended titanium dioxide (TiO2) nanoparticles produce hydroxyl radicals (•OH) that synergistically aid in disinfection when irradiated with UV light. To exploit the benefits of TiO2 photocatalysis without having to remove them, TiO2 was deposited onto 3M Company’s nanostructured thin film (NSTF). •OH production by suspended and TiO2-NSTF was determined by para-chlorobenzoic acid (pCBA), a •OH probe compound. Both techniques of introducing TiO2 to the samples produced equivalent •OH without forming bromate, a regulated byproduct in drinking water at all UV and TiO2 levels. Formation of bromate by ozone in brackish water and seawater were used to compare the disinfection byproduct (DBP) formation between the disinfection methods. Additionally, monitoring bromate, typically performed by ion chromatography, is complicated by chloride and other anions present in brackish water or seawater. Thus, a spectrophotometric method to measure bromate in saline systems is introduced.

The global movement of aquatic non-indigenous species can have severe ecological, environmental and economic impacts emphasizing the need to identify potential invaders and transport pathways. Initial transport is arguably the most important stage of the invasion process owing to its role in selectively determining potential invasion candidates. This study characterizes a well defined human-mediated dispersal mechanism, ballast water transport, as a vector for the introduction of non-indigenous zooplankton. Ballast water exchange in the open ocean is the most widely adopted practice for reducing the threat of aquatic invasions and is mandatory for most foreign vessels intending to release ballast in Canadian waters. Ships entering Canadian ports are categorized into the following three shipping classes based on current regulations: overseas vessels carrying exchanged ballast water, intra-coastal vessels carrying exchanged ballast water or intra-coastal vessels carrying un-exchanged ballast water. This study characterizes zooplankton communities associated with each of these shipping classes sampled from ports on Canada’s Pacific coast, Atlantic coast and the Great Lakes Basin. Ballast water samples were collected and analyzed from 77 vessels between 2006 - 2007. The ballast water environment was found to be diverse, with over 193 zooplankton taxa, 71 of which were non-indigenous to their receiving environments. Intracoastal vessels containing un-exchanged coastal water transported the greatest density of non-indigenous zooplankton into Canadian ports. Total zooplankton density was found to be negatively correlated with ballast water age The absence of mandatory ballast water exchange and the younger ballast water age of coastal un-exchanged vessels is likely responsible for the higher density of non-indigenous zooplankton in intracoastal un-exchanged vessels. Propagule pressure, invasion history and environmental suitability are all useful in evaluating invasion potential and all suggest that intracoastal un-exchanged vessels pose the greatest invasion threat to Canadian aquatic ecosystems. In conclusion, although the risk of primary introductions from overseas ports may have been reduced through open-ocean exchange of ballast water, secondary introductions from previously invaded ports in North America may be the primary threat to Canadian aquatic ecosystems via this transport vector.

Thesis (M. Phil.)--University of Hong Kong, 1998. / Includes bibliographical references (leaves 85-107).

The global movement of aquatic non-indigenous species can have severe ecological, environmental and economic impacts emphasizing the need to identify potential invaders and transport pathways. Initial transport is arguably the most important stage of the invasion process owing to its role in selectively determining potential invasion candidates. This study characterizes a well defined human-mediated dispersal mechanism, ballast water transport, as a vector for the introduction of non-indigenous zooplankton. Ballast water exchange in the open ocean is the most widely adopted practice for reducing the threat of aquatic invasions and is mandatory for most foreign vessels intending to release ballast in Canadian waters. Ships entering Canadian ports are categorized into the following three shipping classes based on current regulations: overseas vessels carrying exchanged ballast water, intra-coastal vessels carrying exchanged ballast water or intra-coastal vessels carrying un-exchanged ballast water. This study characterizes zooplankton communities associated with each of these shipping classes sampled from ports on Canada’s Pacific coast, Atlantic coast and the Great Lakes Basin. Ballast water samples were collected and analyzed from 77 vessels between 2006 - 2007. The ballast water environment was found to be diverse, with over 193 zooplankton taxa, 71 of which were non-indigenous to their receiving environments. Intracoastal vessels containing un-exchanged coastal water transported the greatest density of non-indigenous zooplankton into Canadian ports. Total zooplankton density was found to be negatively correlated with ballast water age The absence of mandatory ballast water exchange and the younger ballast water age of coastal un-exchanged vessels is likely responsible for the higher density of non-indigenous zooplankton in intracoastal un-exchanged vessels. Propagule pressure, invasion history and environmental suitability are all useful in evaluating invasion potential and all suggest that intracoastal un-exchanged vessels pose the greatest invasion threat to Canadian aquatic ecosystems. In conclusion, although the risk of primary introductions from overseas ports may have been reduced through open-ocean exchange of ballast water, secondary introductions from previously invaded ports in North America may be the primary threat to Canadian aquatic ecosystems via this transport vector. / Science, Faculty of / Earth, Ocean and Atmospheric Sciences, Department of / Graduate

There is significant worldwide environmental concern related to the transportation of Invasive Aquatic Species (IAS) by ships ballast water into non-native environments. This has given rise to the development of a vast array of technological ballast water treatment systems. The complex environmental challenges and tight operational characteristics of marine vessels limits the scope of the technologies used for Ballast Water Treatment (BWT). As a result few technologies have progressed beyond the research and development stage; however one of the most promising technologies for ship board use is the cyclonic separator, or hydrocyclone. Despite the use of hydrocyclones in a wide variety of engineering applications they have yet to be successfully adapted towards the removal of suspended sediment and marine organisms from large volumes of ballast water. The following primary objectives of this study have been met: • Via critical review identify the technological solutions for treating ballast water best suited to onboard use. • Define the critical flow regimes evident within hydrocyclonic separators. • Establish a series of Computational Fluid Dynamics (CFD) simulations, evaluating standard turbulence models in order to determine the capacity for commercial CFD to model hydrocyclonic flow. This study has detailed the operational characteristics of ballast water hydrocyclones with the aim of enabling hydrocyclones to be optimised for individual ship configurations. Flow simulations have been conducted using CFD, and in particular the Detached Eddy Simulation (DES) turbulence model. Finally the DES model is shown to be a legitimate turbulence model for hydrocyclonic flow regimes, validated against empirical and experimental data.

published_or_final_version / Environmental Management / Master / Master of Science in Environmental Management

South Africa, strategically situated at the southern tip of Africa, is edged on three sides by almost 3000 km of coastline surrounded by the Indian Ocean and the Atlantic Ocean (South African Tourism, 2011). This vast ocean expanse is responsible for conveying approximately 96% of South Africa’s exports (Brand South Africa, 2011). Despite the positive economic effects of the shipping industry, translocation of harmful organisms and pathogens via ballast water and sediments inside ballast water tanks has far reaching global environmental (and economic) impacts (Oliviera, 2008:1; David and Gollasch, 2008:1966). Ballast water is the water that is taken on in order to manage the draft of the ship, to help with propulsion, manoeuvrability, trim control, list and stability (Oliviera, 2008:2). The discharge of ballast water into the world’s oceans has resulted in the transfer of ecologically harmful sea-life into non-native environments (IMO, 2011), resulting in major environmental threats to our oceans (Bax, Williamson, Aguero, Gonzalez and Geeves, 2003:313). Various international documents have been developed to deal with the ballast water issue, culminating in the introduction of the International Convention for the Control and Management of Ships’ Ballast Water and Sediments (“the Convention”) in 2004. The Convention aims at achieving a reduction in the transfer and subsequent impacts of aquatic organisms via the ballast water and sediment of ships. On a local level, South Africa does not have direct legislation or regulations dealing with ballast water (Duncan, 2007:34) and relies on the combination of a number of pieces of legislation relating to environmental management, coastal management, biodiversity, alien invasive species control, port control and ship safety (National Environmental Management Act, 1998, National Environmental Management: Biodiversity Act, 2004, National Environmental Management: Integrated Coastal Management Act, 2009, National Ports Act, 2005 and Merchant Shipping Act, 1951). Although the Convention was ratified by South Africa in 2008 (Department of International Relations and Cooperation, 2011) it is still not in force and there still exists no other consolidated legal mechanism through which ballast water is managed. This research has investigated the various roles, responsibilities and mandates of South African competent authorities under the aforementioned legislation in managing ballast water, and has determined that there is definite legislative and institutional fragmentation as well as overlaps. A comparative analysis of management frameworks developed both locally and internationally was conducted in order to develop a management framework for ballast water management in South Africa. Various legislative, institutional and functional aspects were identified and adapted for inclusion in a South African management framework. A co-ordinated approach to ballast water management has been developed in the management framework which is anticipated to result in more definitive roles and responsibilities of the various South African departments involved in the management of ballast water and implementation of the Convention.

published_or_final_version / Environmental Management / Master / Master of Science in Environmental Management

This research validates electro-disinfection as a potential secondary ballast water treatment technology. Electricity applied to bacteria laden water produced bactericidal effects, reactive oxygen species and chlorine generation which annihilated bacteria. Evaluation of electro-disinfection experiments showed titanium electrodes had the maximum kill efficacy while disinfection with aluminum and stainless steel electrodes had lesser kill efficacy. A continuous flow electro-disinfection reactor was evaluated utilizing artificial brackish and fresh ballast water. Brackish water had a 100% bacteria kill efficiency utilizing titanium electrodes at a current density of 10 mA/cm2. Fresh water was augmented with the addition of salt to increase its electrical conductivity from 232 μS/cm to 873 μS/cm to ascertain 100% bacteria kill efficiency with titanium electrodes and a current density of 9.8 mA/cm2.

Thesis (Nav. E.)--Massachusetts Institute of Technology, Dept. of Ocean Engineering; and, (S.M.)--Massachusetts Institute of Technology, Dept. of Civil and Environmental Engineering, 2004. / Includes bibliographical references (p. 53). / Nimitz class aircraft carriers possess an inherent list to starboard that their list control systems (LCS) are typically unable to correct while under Combat Load Conditions. As a result, it has become necessary to use fresh water ballast in a number of inner bottom voids and damage control voids to augment the LCS. Maintaining liquid ballast in damage control voids is unacceptable, as it reduces the design counter flooding capability of the ship, and thus reduces ship survivability. In order to restore the ships operational flexibility and achieve the necessary/desired list correction, this study determines the effect of adding solid ballast to a series of voids/tanks identified on the 2nd, 4th, and 8th decks. Based on ballast density, tank location and capacity, ease of ballast installation, minor tank structural modifications, and a decision making cost analysis, solid ballast was determined to be the most advantageous for use in correcting the inherent list on the Nimitz class aircraft carriers. Fresh water ballast was also examined as a possible alternative, but not as extensively due to the large quantity of water required and its limited ability to achieve a list correction. Nimitz class aircraft carriers currently have an average list of 1.5 degrees and a KG of 47 feet. / (cont.) Since their allowable KG cannot exceed 48.5 feet, the average service life allowance (SLA) for KG is approximately 1.5 feet. This study shows that by adding approximately 400 Iton of solid ballast, list can be corrected by 1.5 degrees with only a 0.1 percent increase in KG. Thus, to permanently fix the average Nimitz class aircraft carrier starboard list, there would be a 0.05 foot increase in KG, which in all cases is within the SLA. Additionally, this study shows that this 1.5 degree list correction can be accomplished at a low cost of approximately $1,200 per Iton. Considering the reduction in operational constraints and the benefits to ship survivability, this is truly an inexpensive proposition. / by Dianna Wolfson. / S.M. / Nav.E.