Maritime University of Szczecin
Akademia Morska w Szczecinie
2009, 19(91) pp. 58–62 2009, 19(91) s. 58–62
Ecological risk assessment for ballast waters introductions
into the Police harbour basins
Ocena zagrożenia ekologicznego środowiska wodami
balastowymi wprowadzanymi do basenów Portu Police
Zofia Jóźwiak
Akademia Morska w Szczecinie , Instytut Inżynierii Transportu,
70-507 Szczecin, ul. H. Pobożnego 11, e-mail: zofia_jozwiak@interia.pl
Key words: ballast waters transport, directions of the ballast water introduced into the Police harbor, ballast
water risk assessment
Abstract
The purpose of the paper has been pointing out the ballast waters donor ports which for the Police harbour are of the highest risk category as far as transmitting living alien species is concerned. The species when encountering similar environmental conditions become risk to the local species as food competitors treating the local species as food and expanding in an invasive way and spreading formerly unknown diseases to the local environment. Moreover, they become dangerous to human health as well as hinder the economy development by reducing fish resources, growing on hydro-technical constructions etc.
Słowa kluczowe: transport wód balastowych, kierunki transportu wód balastowych do Portu Police, ocena
ryzyka zagrożenia wodami balastowymi
Abstrakt
Celem pracy było wskazanie portów, z których pobór wód balastowych stwarza dla Portu Police najwyższe ryzyko przywiezienia gatunków obcych w stanie żywym. Gatunki te, trafiając na podobne warunki środowi-skowe, stwarzają zagrożenie dla gatunków rodzimych, będąc konkurencją do pokarmu bądź traktując jako pokarm gatunki rodzime. Rozprzestrzeniają się w sposób inwazyjny i przynoszą nowe choroby. Ponadto mo-gą one zagrażać zdrowiu ludzi oraz utrudniać gospodarkę przez zubażanie zasobów rybackich, obrastanie na budowlach hydrotechnicznych itp.
Wstęp
Water used for vessel ballasting dumped in the port of loading appears to be dangerous for coastal ecosystems. Alien species introductions caused by ballast waters exchange may result in excessive development of the organisms in the new environ-ment and become risk to the local fauna and flora as well as they limit the diversity of living orga-nisms in the coastal basins and river estuaries sus-ceptible for alien species introductions [1]. In the paper the risk assessment of port waters and coastal ecosystems pollution due to ballast waters dumped into the Police harbour has been undertaken.
The probability of alien species survival in the new environment is basically affected by the similarity of climate and salinity of waters the alien species originate from as well as the waters of their introduction [2]. Other significant factors appear to be the duration of the voyage and its characteristic [3]. The more similarities and the shorter voyage, the more probable it seems for the organism to survive and adjust to the new environment to dominate it as an invasive organism [4]. In the above natural water environment risk assessment of the Police harbour there have been considered the following risk indicators: water salinity, tempera-ture, time of the voyage duration, the type of the
ballast waters donor port (the Baltic or outside the Baltic sea).
The risk assessment of the alien species intro-ductions has been based on the method of regional risk assessment of alien species introduction for the Baltic Sea [5, 6]. Because of the problems with data access (there are no proper databases) there has been applied a model which allows for numerous simplifications but at the same time the assumption that they shall not influence the risk assessment has been made. In the model the following quality factors affecting the ballast waters biological characteristic have been assumed:
salinity gradient of the water basin the ballast waters originate from,
temperature / climate conditions of the ballast waters donor area,
the route of the voyage (the Baltic Sea or outside the Baltic Sea).
The risk assessment of the alien species intro-ductions into the Police harbour have been brought to comparing similarities concerning environmental conditions of the donor port the ballast waters originate from, and the recipient port, that is the Police harbour where the ballast waters get dumped, as well as defining the time and the area of the voyage.
The aim of the conducted analysis was to identify the ballast waters donor ports of the highest risk category for the Police harbour. In order to carry out the analysis it was indispensable to enclose information about the donor ports of the
ballast waters dumped in the Police harbour. The list of the donor ports needed to be completed with data concerning the donor ports waters salinity and temperature. Then the time of the vessel journey from the donor port to the Police harbour had to be defined and the donor ports required to be qualified as the Baltic or outside the Baltic Sea ports.
Although for most vessels the place and time of ballasting are recoded in a proper log book, according to the recommended IMO guidelines, Res. A.868(20), there has not existed any system collecting the data. That is why neither in the ports of the vessels’ call, nor in the harbor board such data appear to be accessible.
The Research Methodology
In order to define the origin of ballast waters dumped to the water basin of the Police harbour the database contained in the Polish Harbors Infor-mation and Control System – PHICS has been made used of [7]. On the basis of the data concerning the year 2009 there have been selected all vessels that arrived at the Police harbour under ballast assuming that their last port of call was the ballast waters donor port. All water ballast donor ports have been assigned to the bio-geographical regions according to the division of Large marine ecosystems of the world (LMG), according to the guidelines of the IMO Committee of the Sea Environmental Protection contained in the MEPC 162(56) Resolution Guidelines for risk assessment under regulation A-4 (G7) (tab. 1, fig. 1) [8, 9, 10].
Fig. 1. Large marine ecosystems of the world [11] Rys. 1. Morskie ekosystemy świata [11]
25 24 21 22 23 26 7
Then each of the donor ports’ conditions has been compared to the Police harbour with reference to the water salinity and temperature. There has been calculated the time between the vessel’s setting out on a voyage to Police (taking the ballast waters) and her time of arrival in Police (ballast waters dump) as well as the donor ports have been located- within the Baltic area (+) and outside the Baltic area(–). It has also been assumed that vessels dumped their ballast waters right after their arrival in Police. The time of the voyage has been calculated by means of a voyage calculator placed on World Shipping Register – Sea Distances and Voyage Calculator [11]. For calculating the voyage time 16 knots has been accepted as the vessel’s average speed [12].
Table 1. Large marine ecosystems of the world [10] Tabela 1. Morskie ekosystemy świata [10]
1. East Bering Sea 2. Gulf of Alaska 3. California Current 4. Gulf of California 5. Gulf of Mexico
6. SE U.S. Continental Shelf 7. NE U.S. Continental Shelf 8. Scotian Shelf 9. Newfoundland-Labrador Shelf 10. Insular Pacific-Hawaiian 11. Pacific Central-American Coastal 12. Caribbean Sea 13. Humboldt Current 14. Patagonian Shelf 15. South Brazil Shelf 16. East Brazil Shelf 17. North Brazil Shelf 18. West Greenland Shelf 19. East Greenland Shelf 20. Barents Sea 21. Norwegian Shelf 22. North Sea 23. Baltic Sea 24. Celtic-Biscay Shelf 25. Iberian Coastal 26. Mediterranean Sea 27. Canary Current 28. Guinea Current 29. Benguela Current 30. Agulhas Current 31. Somali Coastal Current 32. Arabian Sea
33. Red Sea 34. Bay of Bengal 35. Gulf of Thailand 36. South China Sea 37. Sulu-Celebes Sea 38. Indonesian Sea 39. North Australian Shelf 40. Northeast Australian Shelf 41. East-Central Australian
Shelf
42. Southwest Australian Shelf 43. Southwest Australian Shelf 44. West-Central Australian
Shelf
45. Northwest Australian Shelf 46. New Zealand Shelf 47. East China Sea 48. Yellow Sea 49. Kuroshio Current 50. Sea of Japan 51. Oyashio Current 52. Sea of Okhotsk 53. West Bering Sea 54. Chukchi Sea 55. Beaufort Sea 56. East Siberian Sea 57. Laptev Sea 58. Kara Sea 59. Iceland Shelf 60. Faroe Plateau 61. Antarctica 62. Black Sea 63. Hudson Bay 64. Arctic Ocean
Salinity risk assessment
The risk of the water basin salinity level of the donor port where the ships under ballast arrive from can be high, medium or low [3, 5, 6, 13, 14]. The risk can be expressed in numbers from 3 to 1.
The salinity ranges attributed to each of the particular risk levels for the port of Police have been presented in table 2.
Table 2. Port waters salinity risk assessment
Tabela 2. Ryzyko związane z zasoleniem wód portowych Salinity level in the Police harbour – 0‰ Salinity level [‰] Risk Scale of risk
0 – 3 high 3
> 3, < 7 low 2
> 7 medium 1
Temperature risk assessment
The temperature risk of donor port waters can be high (3 points), medium (2 points) or low (1 point) depending upon the temperature conditions similarities.
According to the areas of ballasting the ships sailing to the Police harbour there have been outlined 2 risk areas:
1) Eastern-Atlantic-Boreal Region EAB – high risk zone – 3 points.
2 Mediterranean-Atlantic Region MA – medium risk zone – 2 points.
Voyage time risk assessment
The ballast water tests have proved that when the voyage time is getting prolonged the number of the organisms living in the ballast waters decreases [13].
Thus, short voyages from not distant ports appear to be the highest category risk. Moreover, considerable changes in ballast waters biological composition have been noticed after 3 and 10 days of ballast waters transport in tanks; after the first 3 days the biggest decrease in number of living organisms has occurred; but after 10 days of the journey most of the other left organisms have died [15].
Risk range related to the voyage time has been presented in table 3.
Table 3. Voyage time risk
Tabela 3. Ryzyko związane z czasem trwania rejsu Voyage time [days] Risk Scale of risk
< 3 high 3
3–10 medium 2
> 10 low 1
Risk assessment of the voyage route
In order to assess the risk there have been two types of voyages enumerated:
from the Baltic ports,
In case of voyages in the area of the Baltic Sea the risk concerning the voyage route has been assumed to be low (1point) and high (3 points) in case of donor ports outside the Baltic Sea area.
Total risk assessment
In order to assess the total risk (R) all points achieved for the particular risk factors (salinity – A, temperature – B, voyage time – C, voyage route – D) have been summed up according to the formula: A + B + C + D = R
The maximum potential number of points a donor port may achieve is 12. The accepted total risk according to Gollasch and other authors may appear on 4 levels as very high, high, medium and low (tab. 4).
Table 4. Total risk assessment Tabela 4. Ocena ryzyka całkowitego
Risk Scale of risk [points]
Very high 12
High 11
Medium 9–10
Low < 8
Description of the results
Risk assessment has been analyzed for 31 donor ports, that are the ports which are left for the Police harbour by vessels under ballast due to which enlisting ports of very high and high risk category as well as medium and low risk category has become possible. Precise results of the assessment have been enclosed in annex 1.
There have been identified 3 ports whose ballast waters dumped into the Police harbour cause very high risk of alien species introductions. These are European ports situated by the North Sea (two – German and one – Dutch).
The ports of high risk category are situated by the North Sea and the North Atlantic Ocean (2 German and 1 Portuguese).
In case of Police the donor ports of very high risk category make 10% of all the considered ports.
Recapitulation
In 2009 the Police harbour was entered by vessels arriving from the ports situated at the coast of the Baltic Sea (bio-region 23), the Norwegian Sea (21), the North Sea (22), the coasts of Ireland and Great Britain (24), the coasts of Iberian Peninsula from the Atlantic Ocean (25), the Mediterranean Sea (26).
Out of the 31 ports the ballast waters are transported from to the Police harbour (annex 1)
there are 3 donor ports (10%) of very high risk category, 2 ports of high risk category (6%), 15 ports of medium risk category (48%) and 11 ports (36%) of low risk category (fig. 2).
Among the ports which the ballast waters taken from appear the most risky to the environment of the Police harbour there should be enumerated the following ones: Brehmen, Hamburg (Germany), Rotterdam (Holland), Gunness (Great Britain) and Lisboa (Portugal). It is worth mentioning that these appear to be big ports called at by vessels from all over the world and their waters can be strongly polluted with various kinds of fauna and flora organisms brought there literally from the whole world.
It seems reasonable to broaden the above research by testing ballast waters and sediments for the species contained in the transported waters.
References
1. DOBLIN M.,REID F.,DOBBS D.AND OTHER: Assessment of Transoceanic Nobob Vessels and Low-Salinity Ballast Wa-ter as Vectors for Nonindigenous Species Introductions to the Great Lakes. Proceedings of the Second International Conference on Marine Bioinvasions, New Orleans, La., April 9–11, 2001, 34–35.
2. DRAKE L,MEYER A,FORSBERG R. AND OTHER: Potential in-vasion of microorganisms and pathogens via ‘interior hull fouling’: biofilms inside ballast water tanks. Biological In-vasions 7, 2005, 969–982.
3. SANTAGATA S.,ZITA R.GASIŰNAITE Z.R. AND OTHER: Ef-fect of osmotic shock as a management strategy to reduce transfers of nonindigenous species among low-salinity ports by ships. Aquatic Invasions, Volume 3, Issue 1, 2008, 61–76.
4. LOCKE A.,REID D.,LEEUWEN H.C. AND OTHER: Ballast wa-ter exchange as a means of controlling dispersal of fresh-water organisms by ships. Can. J. Fish. Aquat. Sci. 50, 1993, 2086–2093.
5. GOLLASCH S., LEPPÄKOSKI E.: Initial Risk Assessment of Alien Species in Nordic Coastal waters. Nodic Council of Ministers, Copenhagen 1999.
6. GOLLASCH S., LEPPÄKOSKI E.: Risk assessment and man-agement scenarios for ballast water mediated species intro-ductions into the Baltic Sea. Aquatic Invasions, Volume 2, Issue 4, 2007, 313–340. Very high risk 10% High risk 6% Medium risk 48% Low risk 36%
Fig. 2. Donor ports of risk category [%]
7. Polish Harbors Information and Control System – PHICS. UM, Szczecin 2008.
8. BRIGGS J.C., Marine Zoogeography. McGraw-Hill, New York 1974, 475.
9. EKMAN S.: Zoogeography of the Sea. Sidgwick & Jackson Ltd., London 1953, 417.
10. Large Marine Ecosystems, Information Portal, http://www.edc.uri.edu/lme, 2008.
11. World Shipping Register (Sea Distances and Voyage Cal-culator) – www.e-ships.net, 2008.
12. WALK M.,MODRZEJEWSKA H.: Ocena ryzyka zawleczenia obcych gatunków na podstawie zaleceń HELCOM – Okre-ślenie zagrożenia introdukcji gatunków obcych w Zatoce Gdańskiej na podstawie badan wód balastowych CTO SA, Gdańsk 2007.
13. BEHRENS H.L., LEPPÄKOSKI E.,OLENIN S.: Ballast Water Risk Assessment Guidelines for the North Sea and Baltic
Sea. Nordic Innovation Centre NT TECHN REPORT 587, Approved 2005–12. Oslo, Norway 2005.
www.nordicinnovation.net
14. HAMER J.,COLLIN T.,LUCAS I.: Dinoflagellate cysts in bal-last tank sediments: Between tank variability. Mar. Pollut. Bull. 40, 2000, 731–733.
15. DICKMAN M.,ZHANG F.: Mid-ocean exchange of container vessel ballast water. 2. Effects of vessel type in the trans-port of diatoms and dinoflagellates from Manzanillo, Mex-ico, to Hong Kong, China. Mar. Ecol.Prog. Ser. 176, 1999, 253–262.
Recenzent: prof. dr hab. inż. Wawrzyniec Wawrzyniak Zachodniopomorski Uniwersytet Technologiczny
w Szczecinie Annex 1. Detailed risk analysis of transmitting alien organisms to the waters of the Police harbour
Aneks 1. Szczegółowa analiza ryzyka przywiezienia gatunków obcych do wód Portu Police
Port of reference: Police – Poland, salinity – 0, Temperature zone – EAB Port Country (promile) Salinity
Risk salinity (1–3) A Tempe-rature Zone Tempera-ture risk (1–3) B Voyage time (days) Voyage time risk (1–3) C Baltic port (+) Port outside the Baltic The port location risk (1–3) D Level of total risk (4–12) R
1. Aalborg Denmark 18.2 1 EAB 3 0.8 3 + 3 10
2. Aarhus Denmark 20.0 1 EAB 3 0.7 3 + 1 8
3. Aberdeen UK 30.9 1 EAB 3 1.9 3 – 3 10
4. Amsterdam Holland 0–11.8 1 EAB 3 1.9 3 – 3 10
5. Brehmen Germany 0 3 EAB 3 1.8 3 – 3 12
6. Falkenberg Sweden 11.8 1 EAB 3 0.6 3 – 3 10
7. Fredericia Denmark 18.2 1 EAB 3 0.7 3 + 1 8
8. Gdańsk Poland 7.0 2 EAB 3 0.6 3 + 1 9
9. Gunness UK 0 3 EAB 3 2 3 – 3 11
10. Hamburg Germany 0 3 EAB 3 0.8 3 – 3 12
11. Helsingborg Sweden 5.4–24.6 2 EAB 3 0.5 3 + 1 9
12. Holbaek Denmark 15.7 1 EAB 3 0.7 3 + 1 8
13. Horsens Denmark 24.6 1 EAB 3 0.8 3 + 1 8
14. Kambo Norway 30 1 EAB 3 2 3 – 3 10
15. Karlstad Sweden 0 3 EAB 3 1 3 + 1 10
16. Kiel Germany 19.5 1 EAB 3 0.6 3 + 1 8
17. Koege Denmark 8 1 EAB 3 0.4 3 + 1 8
18. Kolding Denmark 18.2 1 EAB 3 0.8 3 + 1 8
19. Landskorona Sweden 9.3–14.4 1 EAB 3 0.5 3 + 1 8
20. Lisboa Portugal 30.9 1 MA 2 4 2 – 3 11
21. Lubeck Germany 10 1 EAB 3 0.5 3 + 1 8
22. Malmo Sweden 11.8 1 EAB 3 0.4 3 + 1 8
23. Naestved Denmark 0 3 EAB 3 0.4 3 + 1 10
24. Rendsburg Germany 0.5 3 EAB 3 0.6 3 + 1 10
25. Riga Latvia 1.6 3 EAB 3 1.3 3 + 1 10
26. Rostock Germany 6.7–10.6 2 EAB 3 0.4 3 + 1 9
27. Rotterdam Holland 0.2–39 3 EAB 3 2 3 – 3 12
28. Stralsund Germany 9.3–13.1 1 EAB 3 0.3 3 + 1 8
29. Tallinin Estonia 2.9 3 EAB 3 1.4 3 + 1 10
30. Ueckermunde Germany 0.2–6.4 3 EAB 3 0.1 3 + 1 10
