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We report the arrival of the globally invading bryozoan Watersipora subtorquata (d'Orbigny, 1852) on remote oceanic Rapa Nui (Easter Island). Several colonies of this bryozoan were found in 2023 on artificial settlement plates in Caleta Hanga Piko, located next to the island's anchorage site for cruise and cargo ships. The species was most likely introduced via hull fouling on internationally travelling vessels, including yachts and sailing boats. It is unknown if or how far it has spread along the island. We present an updated global distribution map for the species and discuss possible vectors of secondary dispersal, such as local boats and floating plastic litter. Moreover, we suggest prevention measures and highlight the need for monitoring and screening for this species, which may have a high potential for spreading and impacting coastal communities along Rapa Nui's shores. [ABSTRACT FROM AUTHOR]

Herein, we evaluate the scientific basis for managing hull fouling of ships entering Korean ports, diagnose biological risks that may occur when in-water cleaning (IWC) systems remove hull fouling, and present a protocol for evaluating these risks (the Korean Infection Modes and Effects Analysis; K-IMEA). Protocol development included the selection of core elements and scenario design for IWC and the evaluation of regrowth experiments. The K-IMEA index was designed by considering the inoculation pathway of attaching organisms in all processes to ships that enter a port for in-water cleaning. A number of risk indices were defined: R1—Introduction/Establishment of alien species before in-water cleaning; R2—Establishment of alien species escaped during in-water cleaning; R3—Introduction/Establishment of alien species after in-water cleaning; and R4—Establishment of alien species in effluent water. K-IMEA regrowth experiments (R2 and R4) using the in-water cleaning effluent showed that the attachment and regrowth of prokaryotes, microalgae, and macroalgae were successfully detected. In particular, prokaryotes were observed in samples filtered through a 5 μm mesh of the in-water cleaning effluent, even at a low fouling rating (Levels 1–2). These experiments suggest a necessity to consider a secondary treatment method in addition to the primary filtration method for the treatment of in-water cleaning effluents. [ABSTRACT FROM AUTHOR]

In response to the global call for action to reduce CO2 emissions, operational measures such as speed, route optimization, and hull cleaning play a significant role in the maritime industry. These measures can be implemented immediately without significant investment in both newbuilding ships and existing ships. To make accurate decisions regarding operational measures, reliable and precise models of environmental conditions and effects of hull fouling are required. In this study, a data-driven approach using linear regression was applied to predict shaft power, fuel consumption, and speed after intensive data preparation and feature engineering. First, a shaft power prediction model was developed by combining three independent submodels: the RPM-power model, hull fouling model, and environmental effect model. Subsequently, fuel consumption and speed prediction models were developed based on the shaft power prediction model. Model validation was performed on a 174K LNG carrier, and the results showed good accuracy even in long-term ship operations of more than two years. The mean absolute percentage errors (MAPEs) of the prediction models were 1.60%, 1.70%, and 2.68% for the shaft power, fuel consumption, and speed, respectively. The validated models were applied to two LNG carriers, and satisfactory results were obtained. This study contributes to greenhouse gas (GHS) reduction by providing interpretable, flexible, and accurate models that can help make correct decisions regarding optimal operational measures.

Biofouling is a significant means for introducing non-indigenous marine species internationally, which can alter habitats and disturb marine ecosystems. This study estimated the flux of ships' wetted surface area (WSA) to Korea in 2020 to assess the risks of biological invasion via biofouling on ships' hulls. The annual total WSA flux entering Korea was estimated to be 418.26 km2, with short-stay vessels (<3 weeks) contributing to 99.7% of the total WSA flux. Busan and Ulsan ports were identified as the main sources of high-risk flux, with container ships being a major vector in Busan and tankers in Ulsan. Gwangyang port had the third-highest total WSA flux, with nearly half of the flux driven from coastwise voyages, making it particularly vulnerable to the spread of hull fouling organisms. These findings could help enhance the management and inspection of hull fouling organisms in Korea. [ABSTRACT FROM AUTHOR]

Herein, we evaluate the scientific basis for managing hull fouling of ships entering Korean ports, diagnose biological risks that may occur when in-water cleaning (IWC) systems remove hull fouling, and present a protocol for evaluating these risks (the Korean Infection Modes and Effects Analysis; K-IMEA). Protocol development included the selection of core elements and scenario design for IWC and the evaluation of regrowth experiments. The K-IMEA index was designed by considering the inoculation pathway of attaching organisms in all processes to ships that enter a port for in-water cleaning. A number of risk indices were defined: R1—Introduction/Establishment of alien species before in-water cleaning; R2—Establishment of alien species escaped during in-water cleaning; R3—Introduction/Establishment of alien species after in-water cleaning; and R4—Establishment of alien species in effluent water. K-IMEA regrowth experiments (R2 and R4) using the in-water cleaning effluent showed that the attachment and regrowth of prokaryotes, microalgae, and macroalgae were successfully detected. In particular, prokaryotes were observed in samples filtered through a 5 μm mesh of the in-water cleaning effluent, even at a low fouling rating (Levels 1–2). These experiments suggest a necessity to consider a secondary treatment method in addition to the primary filtration method for the treatment of in-water cleaning effluents.

Despite the fact that stowaway transport is an increasingly common invasion pathway, its key ecological aspects, such as colonization dynamics of potential invaders on human transport vectors, are poorly understood. Considering that marinas may function as stepping-stone habitats for the spread of marine invaders, they provide a unique opportunity for understanding the first steps in the stowaway pathway. One of the dominant groups inhabiting marinas are caprellid crustaceans. These small invertebrates have demonstrated a high potential for introduction and establishment far beyond their distribution range. Here, we analyzed the colonization dynamics of caprellid species inhabiting marinas of Cádiz Bay (Spain) on plastic collectors and discussed their implications on invasion success. We found that collectors largely mirrored the resident caprellid community assemblages after just one month of deployment, showing that caprellid species inhabiting marina structures have a high capacity to colonize new artificial substrates. Moreover, the two non-indigenous species found, Caprella scaura and Paracaprella pusilla, successfully established dense and well-structured populations in the collectors (including all sex/age groups considered). We suggest a potential interplay between colonization ability and stowaway organisms' invasion success. Furthermore, collectors used are supported as a useful tool in the early detection of non-indigenous species and their monitoring in relation to resident species. [ABSTRACT FROM AUTHOR]

Biofouling is a significant means for introducing non-indigenous marine species internationally, which can alter habitats and disturb marine ecosystems. This study estimated the flux of ships’ wetted surface area (WSA) to Korea in 2020 to assess the risks of biological invasion via biofouling on ships’ hulls. The annual total WSA flux entering Korea was estimated to be 418.26 km2, with short-stay vessels (

Ship biofouling is a major vector for the introduction and spread of harmful marine species globally; however, its importance in Arctic coastal ecosystems is understudied. The objective of this study was to provide insight regarding the extent of biofouling (i.e., percent cover, abundance, and species richness) on commercial ships operating in the Canadian Arctic. A questionnaire was used to collect information on travel history, antifouling practices, and self-reported estimates of biofouling extent from ships operating in the region during 2015–2016. Twenty-five percent of ships operating in the region during the study period completed the questionnaire (n = 50). Regression trees were developed to infer the percent cover of biofouling, total abundance of fouling invertebrates, and fouling species richness on respondent ships based on previous underwater wetted surface assessments of commercial ships in Canada. Age of antifouling coating system was the only significant predictor of percent cover and total abundance of biofouling invertebrates, while the number of biogeographic realms previously visited and port residence time were significant predictors for fouling species richness. Comparison of relevant travel history features reported through the questionnaire to the regression tree models revealed that 41.9% of 43 respondent ships had antifouling coating systems older than 630 days and are therefore inferred to have relatively high (> 9.3%) biofouling percent cover. More than half of respondent ships (62.8%) had antifouling coating systems older than 354 days and are therefore inferred to have a relatively high total abundance (over 6,500 individuals) of fouling invertebrates. Nearly half of respondent ships (45.9% of 37 ships) had visited at least three biogeographic realms during their last 10 ports-of-call and are therefore inferred to have relatively high fouling species richness (mean 42 taxa). Self-reported estimates of biofouling cover were unreliable, being much lower than model inferences. Although the regression tree models have relatively low predictive power, explaining only 15–33% of the variance in biofouling extent, this study indicates that commercial ships are an active pathway for the transportation of non-indigenous aquatic species to Canadian Arctic coastal ecosystems via biofouling.

Aims: To identify potential hull fouling marine invasive species that could survive in East Antarctica presently and in the future. Location: Australia's Antarctic continental stations: Davis, Mawson and Casey, East Antarctica; and subantarctic islands: Macquarie Island and Heard and McDonald Islands. Methods: Our study uses a novel machine‐learning algorithm to predict which currently known hull fouling MIS could survive in shallow benthic ecosystems adjacent to Australian Antarctic research stations and subantarctic islands, where ship traffic is present. We used gradient boosted machine learning (XGBoost) with four important environmental variables (sea surface temperature, salinity, nitrate and pH) to develop models of suitable environments for each potentially invasive species. We then used these models to determine if any of Australia's three Antarctic research stations and two subantarctic islands could be environmentally suitable for MIS now and under two future climate scenarios. Results: Most of the species were predicted to be unable to survive at any location between now and the end of this century; however, four species were identified as potential current threats and five as threats under future climate change. Asterias amurensis was identified as a potential threat to all locations. Main conclusions: This study suggests that the risks are very low, but plausible, that known hull fouling species could survive in the shallow benthic habitats near Australia's East Antarctica locations and suggest a precautionary approach is needed by way of surveillance and monitoring in this region, particularly if propagule pressure increases. While some species could survive as adults in the region, their ability to reach these locations and undergo successful reproduction is considered unlikely based on current knowledge. [ABSTRACT FROM AUTHOR]

Despite the fact that stowaway transport is an increasingly common invasion pathway, its key ecological aspects, such as colonization dynamics of potential invaders on human transport vectors, are poorly understood. Considering that marinas may function as stepping-stone habitats for the spread of marine invaders, they provide a unique opportunity for understanding the first steps in the stowaway pathway. One of the dominant groups inhabiting marinas are caprellid crustaceans. These small invertebrates have demonstrated a high potential for introduction and establishment far beyond their distribution range. Here, we analyzed the colonization dynamics of caprellid species inhabiting marinas of Cádiz Bay (Spain) on plastic collectors and discussed their implications on invasion success. We found that collectors largely mirrored the resident caprellid community assemblages after just one month of deployment, showing that caprellid species inhabiting marina structures have a high capacity to colonize new artificial substrates. Moreover, the two non-indigenous species found, Caprella scaura and Paracaprella pusilla, successfully established dense and well-structured populations in the collectors (including all sex/age groups considered). We suggest a potential interplay between colonization ability and stowaway organisms’ invasion success. Furthermore, collectors used are supported as a useful tool in the early detection of non-indigenous species and their monitoring in relation to resident species.

To assess the potential of domestic traffic for the regional spread of nonindigenous species (NIS), we surveyed the hull of an oceanographic vessel serving routes in the southwestern Atlantic and Southern Ocean. Sampling was performed while the vessel was in the water and in dry-dock in the Port of Mar del Plata, Argentina. We found 120 taxa belonging to 14 different invertebrate groups, including 53 species, 47 morphospecies, and 20 taxa identified at higher taxonomic levels. Ten of these species have not been reported for the Port of Mar del Plata and adjacent areas prior to the present study, and eight are new records for the entire Argentine coast. While both in-water and dry-dock sampling allowed for the detection of native, non-native, and cryptogenic fauna, more samples and species were obtained in dry-dock. Dry-dock richness estimates amounted to up to ~ 110 hull fouling species. Despite specific logistic challenges, dry-dock sampling should be considered by managers assessing vector strength due to its greater species detection power. The present results highlight the potential for domestic vessel spread of hull fouling marine NIS, and pinpoint likely future additions to the non-native fauna inventory in the southwestern Atlantic. [ABSTRACT FROM AUTHOR]

Concern for marine bioinvasion has drawn international attention. The action plans in place to address this issue and those that are being promulgated are in need of a reassessment. A review of invertebrate invasions across the world indicates inter-linkages between vectors. In this paper an effort is made to illustrate the geographical spread of invasive invertebrate organisms from different bioregions and the possible causes for their success. Shipping, which is the major vector identified for the success of marine bioinvasion, needs to be addressed in tandem with domestic, intra- and inter-regional precautionary measures, as prevention is the only cure.

Tolerance to fluctuating environmental conditions is regarded as a key trait of successful marine invasive species as it presumably promotes survival in recipient habitats, which are often anthropogenically impacted systems such as harbours. Little is known, however, about how transport of fouling organisms on ship hulls influences the condition of the transported individuals and how this is related to their tolerance to environmental stress. We investigated the influence of transport on a ship hull on the ability of Asian green mussels, Perna viridis, to survive low concentrations of dissolved oxygen (0.5 and 1 mg/l DO). This was done by comparing the performance under stress in mussels from a eutrophic habitat in Jakarta Bay to that of mussels that had spent their lifetime on a passenger ferry crossing the Indonesian Archipelago from Jakarta in the west to West Papua in the east. We found that the mussels that came from the eutrophic habitat survived twice as long as mussels from the ferry when exposed to low oxygen concentrations. Mussels collected from the ferry, however, had a generally higher byssus production under experimental conditions, which can be attributed to their life on a moving object where they are exposed to drag. We suggest that Jakarta Bay mussels survived oxygen stress longer because they had higher Body Condition Indices than their conspecifics from the ship hull and thus had more energy available for stress compensation. These results show that transport on ship hulls can weaken the robustness of P. viridis, if the journey leads the ship through areas of low food supply for mussels, if the stopovers in eutrophic coastal ecosystems are short and if the sailing times are long (several weeks). This finding might explain the lack of establishments of P. viridis in tropical areas of Australia, from where repeated incursions have been reported. [ABSTRACT FROM AUTHOR]

This paper deals with fuel consumption estimations relating to container ships on the basis of ship service and wave parameters. Data, on which to base estimations, was measured and recorded from a container ship during 96 months at sea. Approximating functions were calculated by the use of curve fitting techniques and regression methods, utilizing newly developed software named ndCurveMaster. The approximation function presented in this paper could have practical application for the estimation of container ship fuel consumption, while considering weather routing. In addition the study clearly shows the relationship between the fuel consumption of a container ship and the number of months since its last docking. These results may form the basis for further research in this direction. [ABSTRACT FROM AUTHOR]

We report the first discovery of the marine amphipod Caprella mutica (Schurin, 1935), commonly known as the Japanese skeleton shrimp, in South African waters. This amphipod is indigenous to north-east Asia and has invaded several regions, including Europe, North America, New Zealand and now South Africa. C. mutica was detected in scrape samples from the hulls and niche areas of four yachts resident to False Bay Marina, Simon's Town, on South Africa's South Coast. A total of 2,157 individuals were recorded, comprising 512 males, 966 females (20% of which were gravid) and 679 juveniles. The yachts upon which this amphipod was found were not alongside each other, suggesting that the species is widely distributed within the marina. The presence of C. mutica in South Africa has been anticipated, as previous work highlighted the climatic suitability of the region and the presence of vectors between South Africa and other invaded areas. The fast reproductive cycle of C. mutica, along with its high reproductive output, have important implications for its invasiveness in South Africa. Although it has already reached substantial densities in the marina environment, the extent to which it may invade natural habitats along the South African coast remains unclear. This paper comprises the first record of this amphipod from the African continent. [ABSTRACT FROM AUTHOR]

Ports of big coastal cities are exposed to exotic species as a consequence of shipping traffic. As the Port of Recife receives an annual average of 491 ships from other regions of Brazil and from all over the world, this work was aimed at knowing which marine animals were passively transported on such vessels hulls, in order to map and monitor new bioinvasions in the area. Thus, 32 vessels of several origins were investigated between November 2005 and March 2006, samples were taken and the macrofauna identified. Sixty species of associated animals were identified, consisting of 28 sessile species, particularly the Cirripedia Balanomorpha and Lepadomorpha as dominants, 8 sedentary animals, namely Mytillidae and Dreissenidae and 23 free-living species, particularly, Caprellidae, Gammaridae, Tanaidacea, Turbellaria, Nemertea and Polychaeta. The first occurrence of Conchoderma virgatum was recorded with exact location for the Brazilian littoral, and Conchoderma auritum, Amphibalanus subalbidus and Haliplanella lineata were recorded for the first time at the littoral of Pernambuco State. The invasion pathway was confirmed for Amphibalanus reticulatus and Mytilopsis leucophaeta, invader species of the estuarine area of Recife's city. Megabalanus coccopoma was considered as a risk invader species for the region.Regiões portuárias das grandes cidades litorâneas estão sujeitas à recepção de espécies exóticas como conseqüência da movimentação dos navios. Como o Porto do Recife recebe uma média anual de 491 atracações de navios, provenientes de várias regiões do Brasil e do mundo, objetivou-se conhecer quais animais marinhos eram transportados passivamente nos cascos das embarcações para mapear e monitorar novas invasões biológicas na área. Assim, foram investigados 32 barcos de diversas origens, nos meses de novembro de 2005 a março de 2006, tendo a macrofauna sido amostrada e identificada. Foram encontradas 60 espécies de animais associados, sendo: 28 espécies incrustantes, destacando-se os Cirripedia Balanomorpha e Lepadomorpha, como dominantes, 8 sedentárias, destacando-se os Mytillidae e Dreissenidae e 23 vágeis, sendo os principais: Caprellidae, Gammaridae, Tanaidacea, Turbellaria, Nemertea e Polychaeta. A primeira citação de Conchoderma virgatum foi registrada com localização exata para o litoral brasileiro, e Conchoderma auritum, Amphibalanus subalbidus e Haliplanella lineata foram registradas pela primeira vez para o litoral do estado de Pernambuco. O meio de dispersão foi confirmado para Amphibalanus reticulatus e Mytilopsis leucophaeta, espécies invasoras da área estuarina da Cidade do Recife. Megabalanus coccopoma foi considerada como espécie em risco de invasão para a região.

A survey to monitor for marine non-indigenous species in two marinas of the Archipelago of Madeira (Portugal) has detected the invasive caprellid Caprella scaura Templeton, 1836 in Madeira Island. This species was first described from Mauritius in the western Indian Ocean. During the 20th century, Caprella scaura has been detected in numerous locations worldwide (Australia, California, Mediterranean) and most recently reported in southern Europe and northern Africa. Hull fouling was the most likely vector for the introduction of C. scaura to Madeira Island. [ABSTRACT FROM AUTHOR]

Aim The Panama Canal expansion, scheduled for completion in 2015, is expected to have major effects on commercial shipping and port operations throughout the world, with potential consequences for the transfer and establishment of non-indigenous species that remain largely unexplored. We developed a series of scenario-based models to examine how shipping traffic patterns may change after expansion and consider possible implications for species transfers and invasion dynamics in the USA. Location Coastal USA, excluding Alaska and Hawaii Methods Using a Monte Carlo simulation approach, we predicted changes in discharged ballast water, wetted surface area of ship hulls and frequency of ship arrivals modelled under scenarios that are based on (1) current shipping patterns from the western Pacific Rim to the USA, (2) estimates of fleet expansion and (3) diversion of traffic away from the US West Coast through the Panama Canal. Results During the 5-year period following canal expansion (2015-2019), our models estimated that the Gulf and East coasts would receive 78% and 99% median increases in total ballast discharge and 172% and 182% increases in total wetted surface area, respectively. For the West Coast, our models estimated 9.6% median decreases in both total ballast discharge and wetted surface area. We further predict that many ports in the Gulf and East coasts will receive up to three times the current number of arrivals and increased ballast water discharge, from this region after expansion. Main conclusions Our scenario-based analysis provides a first estimate for increases in frequency, magnitude and spatial distribution of exposure that the Gulf and East coasts will experience due to ships and ballast arriving from the western Pacific, following the canal expansion. If organisms transported via ballast water or ship hulls are able to survive transit of the canal, the predictions suggest increased likelihood of introduction along these coasts by species originating in the western Pacific. [ABSTRACT FROM AUTHOR]

A ship’s energy efficiency performance is generally estimated by conducting special sea trials of few hours under very controlled environmental conditions of calm sea, standard draft and optimum trim. This indicator is then used as the benchmark for future reference of the ship’s Energy Efficiency Performance (EEP). In practice, however, for greater part of operating life the ship operates in conditions which are far removed from original sea trial conditions and therefore comparing energy performance with benchmark performance indicator is not truly valid. In such situations a higher fuel consumption reading from the ship fuel meter may not be a true indicator of poor machinery performance or dirty underwater hull. Most likely, the reasons for higher fuel consumption may lie in factors other than the condition of hull and machinery, such as head wind, current, low load operations or incorrect trim [1]. Thus a better and more accurate approach to determine energy efficiency of the ship attributable only to main machinery and underwater hull condition will be to filter out the influence of all spurious and non-standard operating conditions from the ship’s fuel consumption [2]. The author in this paper identifies parameters of a suitable filter to be used on the daily report data of a typical LNG tanker of 33000 kW shaft power to remove effects of spurious and non-standard ship operations on its fuel consumption. The filtered daily report data has been then used to estimate actual fuel efficiency of the ship and compared with the sea trials benchmark performance. Results obtained using data filter show closer agreement with the benchmark EEP than obtained from the monthly mini trials . The data filtering method proposed in this paper has the advantage of using the actual operational data of the ship and thus saving cost of conducting special sea trials to estimate ship EEP. The agreement between estimated results and special sea trials EEP is expected to improve further with use of better and more accurate filtering techniques.

During a field survey to monitor marine non-indigenous species in several marinas of the Archipelago of Madeira (Portugal), the invasive sabellid polychaete Branchiomma bairdi McIntosh, 1885 was detected for the first time on Madeira Island, reaching densities of 238-516 ind.m-2. B. bairdi was originally described from the western Atlantic (from Bermuda to Caribbean Sea) but the origin of this species is still unknown. This species has been recorded as an invasive species for the Pacific coast of Panama, Gulf of California, Mediterranean Sea, Canary Islands, and Australia. Hull fouling is the most likely vector for the introduction of the species. [ABSTRACT FROM AUTHOR]

The R/V Oceanus completed a 9,789 km, 28 day passage from Woods Hole, Massachusetts, in the Atlantic Ocean, through the Panama Canal to Yaquina Bay, Oregon, in the Pacific Ocean on 21 February 2012. The Oceanus had previously operated in the Mediterranean Sea and Atlantic Ocean (including the Caribbean Sea). We document the sequential acquisition of the barnacles Balanus trigonus and Amphibalanus venustus and the oyster Ostrea equestris on the Oceanus on its high and low latitude transoceanic, intra-oceanic, and inter-oceanic travels before she was surveyed in Yaquina Bay. The close correspondence between hull fouling accumulations and the detailed two year Oceanus working history reveals B. trigonus settlement occurred in every tropical port visited by the Oceanus, that some populations survived through two of three Woods Hole winters, and that some of these populations passed through the freshwater Panama Canal. These results suggest that marine hull-fouling species are continuously transported globally between most ports of call by most ship passages. [ABSTRACT FROM AUTHOR]

Despite an increased understanding of marine invasions, non-indigenous species (NIS) continue to be redistributed at both global and regional scales. Since prevention is an important element of NIS programs, monitoring vectors responsible for NIS introductions and spread, such as hull fouling, has become a priority and methods should be selected carefully to balance accuracy, time, and cost. Two common fouling assessment tools for the marine recreational boating vector were evaluated for accuracy using a traditional underwater SCUBA survey in coastal British Columbia: a dockside level of fouling assessment and a behavioral questionnaire model. Results showed that although rapid, dockside assessments did not provide an accurate assessment of fouling present below the surface, at least not in this region. In contrast, a questionnaire-based model using four easily obtained variables (boat type, age of antifouling paint, storage type, and occurrence of long distance trips) reliably identified boats carrying macrofouling species, a proxy for risk of NIS transport. Once validated, this fouling model tool could be applied in border inspection or quarantine situations where decisions must be made quickly. Further development and refinement of rapid assessment tools would improve our ability to prevent new introductions and manage spread of existing invasive species. [ABSTRACT FROM AUTHOR]

Aim  Hull fouling is a leading vector for the introduction of marine, non-indigenous species (NIS) worldwide, yet its importance to freshwater habitats is poorly understood. We aimed to establish the complement of NIS transported via this vector to the Great Lakes and to determine if they pose an invasion risk. Location  Laurentian Great Lakes. Methods  During 2007 and 2008, we collected scrapings from exterior surfaces as well as underwater video-transects from 20 vessels shortly after their arrival in Great Lakes’ ports. Invertebrates present were sorted and identified in the laboratory. Results  Total estimated abundance averaged > 170,000 invertebrates per ship belonging to 109 taxa. Most (72%) of these taxa were freshwater species already present in the Great Lakes, whereas 11 and 31% were native to estuarine and marine habitats respectively, and would not be expected to survive in this habitat. Abundance was dominated by barnacles (51%), cladocerans (19%), bivalves (12%) and amphipods (11%). Sea-chest grating and the rudder were hot-spots for biofouling. Invertebrate diversity and total abundance were positively associated with total time spent in port during the last year and time in Pacific South American ports and negatively related to time in high latitudes and sailing speed. Although we found some live, established invaders such as Gammarus tigrinus and Dreissena rostriformis bugensis, only one individual of a freshwater NIS ( Alexandrovia onegensis, Oligochaeta) not yet reported in the Great Lakes was detected. The animal’s poor condition and seemingly low population abundance indicated the risk of live introduction by this vector was likely quite low. Main conclusion  Our results indicate that hull fouling appears to pose a low risk of introductions of new species capable of surviving in the Great Lakes, unlike foreign-sourced freshwater ballast water that historically was discharged by these transoceanic vessels. [ABSTRACT FROM AUTHOR]

Recent research suggests anthropogenic disturbance may disproportionately advantage non-indigenous species (NIS), aiding their establishment within impacted environments. This study used novel laboratory- and field-based toxicity testing to determine whether non-indigenous and native bryozoans (common within marine epibenthic communities worldwide) displayed differential tolerance to the common marine pollutant copper (Cu). In laboratory assays on adult colonies, NIS showed remarkable tolerance to Cu, with strong post-exposure recovery and growth. In contrast, native species displayed negative growth and reduced feeding efficiency across most exposure levels. Field transplant experiments supported laboratory findings, with NIS growing faster under Cu conditions. In field-based larval assays, NIS showed strong recruitment and growth in the presence of Cu relative to the native species. We suggest that strong selective pressures exerted by the toxic antifouling paints used on transport vectors (vessels), combined with metal contamination in estuarine environments, may result in metal tolerant NIS advantaged by anthropogenically modified selection regimes. [Copyright &y& Elsevier]

The article presents a study on the effect of shipping and marine activities to the marine ecosystem and species in various Antarctic locations. It states that the abundance of fouling organisms changes the marine ecological aspects of species in areas such as Marion Island and Gough Island. It discusses Antarctica as the most affected area in terms of marine introductions since it is the main routes of transport of goods and people. It also notes that areas which are not surrounded by sea-ice and where fouling assemblages periodically made are considered to be in the high risk of invasion.

1. Biological invasions are characterized by occasional long-distance, human-assisted dispersal. Centres of human transportation that are connected by trade to a wide range of other locations (‘transport hubs’) may be important catalysts of the rate at which new populations of an invader are established. 2. We developed a spatially explicit stochastic model to simulate the spread of a hypothetical marine invader by hull fouling. The model was based on classic ‘Susceptible–Infected–Resistant’ models used in medical epidemiology. It was parameterized using empirical data on the colonization of vessel hulls by fouling organisms, and on maintenance and travel patterns of ~1300 domestic and international yachts around New Zealand. Thirty-six marinas were grouped into three categories that represented a gradient in the number of other transport nodes each marina was ‘connected’ to and the frequencies of yacht movements between them. Invasions were seeded in three locations from each category. Simulations were run over 10 years to determine differences in the trajectory of invasions originating from busy and less frequented transport nodes. 3. Busy ‘hub’ locations were 75% more likely to become infected by an invader than quieter locations. Infection of hub nodes occurred at an earlier average stage in the invasion sequence. This occurred irrespective of whether the initial source of the invasion was associated with low or high traffic volume and connectivity. 4. Biotic invasions originating from hub locations did not consistently result in faster spread, or a larger number of secondary infestations. However, the rate of spread from hubs was less variable than from quieter nodes and was less often preceded by a prolonged lag period. 5. Synthesis and applications. Rapid spread of invasive organisms can occur from busy and from seemingly unimportant transport nodes. Busy locations were consistently more likely to become infested by an invader and to accelerate spread to secondary locations faster. Busy transport hubs should be considered a priority for the allocation of preventative and management efforts, such as regular baseline or target surveys and the development of incursion response plans that minimize the risk of spread within the transport network. [ABSTRACT FROM AUTHOR]

Preventing the introduction of nonindigenous species (NIS) is the most efficient way to avoid the costs and impacts of biological invasions. The transport of fouling species on ship hulls is an important vector for the introduction of marine NIS. We use quantitative risk screening techniques to develop a predictive tool of the abundance and variety of organisms being transported by ocean-going yachts. We developed and calibrated an ordinal rank scale of the abundance of fouling assemblages on the hulls of international yacht hulls arriving in New Zealand. Fouling ranks were allocated to 783 international yachts that arrived in New Zealand between 2002 and 2004. Classification tree analysis was used to identify relationships between the fouling ranks and predictor variables that described the maintenance and travel history of the yachts. The fouling ranks provided reliable indications of the actual abundance and variety of fouling assemblages on the yachts and identified most (60%) yachts that had fouling on their hulls. However, classification tree models explained comparatively little of the variation in the distribution of fouling ranks (22.1%), had high misclassification rates (∼43%), and low predictive power. In agreement with other studies, the best model selected the age of the toxic antifouling paint on yacht hulls as the principal risk factor for hull fouling. Our study shows that the transport probability of fouling organisms is the result of a complex suite of interacting factors and that large sample sizes will be needed for calibration of robust risk models. [ABSTRACT FROM AUTHOR]

The introduction of invasive species may be the most profound modem threat to biological communities in high-latitude regions. In the Southern Ocean, the natural transport mechanism for shallow-water marine organisms provided by kelp rafts is being increasingly augmented by plastic debris and shipping activity. Plastic debris provide additional opportunities for dispersal of invasive organisms, but dispersal routes are passive, dependent on ocean currents, and already established. In contrast, ships create novel pathways, moving across currents and often visiting many locations over short periods of time. Transportation of hull-fouling communities by vessel traffic thus poses the most likely mechanism by which exotic species may be introduced to the Southern Ocean. [ABSTRACT FROM AUTHOR]

The presence and impacts of non-indigenous species (NIS) in marine areas of high conservation or World Heritage significance have rarely been examined. Case studies worldwide suggest that the potential exists for the introduction of NIS to significantly impact conservation values in regions conserved for the uniqueness and diversity of native assemblages. In this study, a preliminary investigation was conducted to provide information essential for managing marine introductions in the Shark Bay World Heritage Property. A focused fouling plate survey sampled a total of 112 encrusting taxa, of which 10 (11.2%) were classified as introduced and 10 others as cryptogenic. Eight introduced bryozoans:Aetea anguina(Linnaeus, 1758),Bugula neritina(Linnaeus, 1758),Bugula stoloniferaRyland, 1960,Conopeum seurati(Canu, 1928),Savignyella lafontii(Audouin, 1826),Schizoporella errata(Waters, 1878),Watersipora subtorquata(d’Orbigny, 1842) andZoobotryon verticellatumdella Chiaje, 1828; one tunicate,Styela plicataLesueur, 1823; and an introduced hydroid,Obelia dichotoma(Linnaeus, 1758) were frequent, and in some cases dominant, components of encrusting communities. Of the 20 most frequently occurring species detected in the Bay, four were introduced and of the 20 species with highest average percent cover per plate, six were introduced. At one site, space occupation by NIS averaged 71.6% ± 7.4 of plate live cover. Space occupation by an individual NIS was as high as 62.4% of plate area (mean 7.82% ± 1.8). NIS were detected at sites lacking commercial traffic and ballast water discharge and isolated by distance and physical environment, suggesting that hull fouling of recreational craft may be the most important vector in the region. Seventy-five percent of NIS detected in Shark Bay are established in Australian ports to the south of Shark Bay, while 33% are established to the north, tentatively implicating temperate affinity NIS and the movement of vessels from Australian ports south of Shark Bay as a greater risk to the region. [ABSTRACT FROM AUTHOR]

The article presents a study which investigates the facilitation at an earlier stage in the invasion process of interactions between nonindigenous species (NIS) by human vectors. It offers a comparison of the recruitment of fouling organisms to mimic bryozoan Watersipora subtorquata colonies of three different sizes. Also revealed is the increase of invasion success by positive interactions between NIS that enhance the delivery of propagules by human transport vectors.

Abstract Hull fouling is a major cost for owners of small vessels and an important pathway for the spread of non-indigenous aquatic species. The extent of fouling depends on a hull's susceptibility to recruitment by aquatic organisms and the local availability of competent planktonic propagules (‘propagule pressure’). Management strategies have typically been concerned with increasing resistance of the hull to recruitment through the use of toxic paints. Here we tested the hypothesis that fouling is influenced by the design of the harbour in which the boat is moored. We compared recruitment of sessile invertebrates to available surfaces in two types of recreational boat harbours: marinas that were partially enclosed by a permanent breakwall, and marinas that lacked breakwalls. Recruitment in the marinas was compared to coastal reference sites that were not used for mooring. At each location, recruitment tiles were deployed for 4 weeks on four separate occasions over a period of 2 years. Measurements of current velocities and spatial patterns of water flow at each location showed that permanent breakwalls created complex patterns of circulation that retained water within the marina basin for up to 12 h d-1 . Despite large regional and temporal variability in fouling over time, most organisms recruited in greatest numbers to surfaces in partially enclosed marinas, and were often several orders of magnitude more abundant in the enclosed marinas than in unenclosed marinas or coastal reference locations. Harbour design has an important influence on the rate at which fouling organisms recruit to available surfaces within marinas. Entrainment of water in enclosed marinas may limit the dispersal of planktonic propagules by advective currents but effectively increases propagule pressure to available surfaces, including resident boat hulls. This is likely to accelerate the development of hull-fouling assemblages and increase the chances of... [ABSTRACT FROM AUTHOR]