During colonial times, Nile tilapia Oreochromis niloticus (Linnaeus, 1758) was introduced into non-native parts of the Congo Basin (Democratic Republic of the Congo, DRC) for the first time. Currently, it is the most farmed cichlid in the DRC, and is present throughout the Congo Basin. Although Nile tilapia has been reported as an invasive species, documentation of historical introductions into this basin and its consequences are scant. Here, we study the genetic consequences of these introductions by genotyping 213 Nile tilapia from native and introduced regions, focusing on the Congo Basin. Additionally, 48 specimensfrom 16 other tilapia species were included to test for hybridization. Using RAD sequencing (27,611 single nucleotide polymorphisms), we discovered genetic admixture with other tilapia species in several morphologically identified Nile tilapia from the Congo Basin, reflecting their ability to interbreed and the potential threat they pose to the genetic integrity of native tilapias. Nile tilapia populations from the Upper Congo and those from the Middle-Lower Congo are strongly differentiated. The former show genetic similarity to Nile tilapia from the White Nile, while specimens from the Benue Basin and Lake Kariba are similar to Nile tilapia from the Middle-Lower Congo, suggesting independent introductions using different sources. We conclude that the presence of Nile tilapia in the Congo Basin results from independent introductions, reflecting the dynamic aquaculture history, and that their introduction probably leads to genetic interactions with native tilapias, which could lower their fitness. We therefore urge avoiding further introductions of Nile tilapia in non-native regions and to use native tilapias in future aquaculture efforts.
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RBINS Staff Publications 2022
Sulphur Oxides (SOx) in atmospheric ship emissions resulting from the burning of fuel with high sulphur content are known to be harmful to human and ecosystem health. Since January 1st 2020, the International Maritime Organisation (IMO) lowered the previous limit for sulphur content in ship fuel from 3.5% m/m (mass by mass) to 0.50%. In the emission control areas (SECAs), the limit for the sulphur content had been set to 1.0% in 2010 and is kept below 0.1% since 2015. To comply with these limits, ship operators and owners can switch to fuel oil with lower sulphur content (LSFO). Alternatively, they can continue to burn fuel with high sulphur content by using technical means such as exhaust gas cleaning systems (or scrubbers) that reduce the atmospheric SOx emissions to a level equivalent to the required fuel oil sulphur limit. Scrubbers use sea water as cleaning media to remove SOx from the air emissions. There are three main categories of scrubbers: (1) the open-loop scrubbers that continuously discharge their wash water effluent, (2) the closed-loop scrubbers that treat the wash water before it is discharged, and (3) the hybrid scrubbers that can switch from open to closed modes. Scrubbers transform the air pollution into direct marine discharge. As hybrid scrubbers are more likely to discharge their sulphur waste into sea water rather than using land infrastructures, they are hereafter taken as open-loop ones. The effect of SOx contribution from ship on sea water pH is assessed for the English Channel and the southern North Sea by means of a marine biogeochemical model that includes a detailed description of the carbonate chemistry. This model allows testing different scenarios of SOx contribution resulting from the maritime traffic. To this end, realistic scenarios with ship traffic density estimated for the years 2019, 2020 and 2030, assuming a year-to-year ship traffic increase of 3.5% and several SOx pollution reduction strategies have been tested. An additional model simulation with null SOx contribution from the shipping sector is used as a reference level to comparatively assess the impact of each scenario on the sea water pH. Model results show a pH decrease of 0.004 units over the whole domain in case of a 2019-like ship traffic density with 15% of the fleet (in Gross Tonnage) using open-loop and hybrid scrubber systems. For future scenarios, assuming that 35% of the fleet is equipped with open-loop and hybrid scrubbers, the pH is estimated to decrease by 0.008 to 0.010 units in average over the whole domain. The magnitude of pH changes is not evenly distributed through space. According to the model results, the largest pH changes would occur in areas of high traffic density, such as along the Belgian and Dutch coasts and in the vicinity of large harbours such as Rotterdam. Ocean acidification rate attributed to climate change is estimated at 0.0017-0.0027 pH units per year. In comparison, the total pH decrease owing to the use of open-loop scrubbers would be equivalent to 2 to 4 years of climate change acidification on average over the whole domain, and to 10 to 50 years, in more local areas. The cumulative impact of ocean acidification due to climate change and to maritime traffic should therefore be considered in ecosystem assessment studies.
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RBINS Staff Publications 2020
