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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]

Hull fouling by marine organisms is a known major pathway for introducing non-indigenous species, but information on this process is very limited. This study aimed to investigate variations in species diversity and distribution patterns based on navigation type (domestic–international and international) and attachment area. This study investigated the attached macroinvertebrates on six ships in 2021 and 2022. Quadrat sampling (15 × 15 cm) was conducted by scuba divers at eight ship attachment areas. Forty species from seven phyla were identified through qualitative and quantitative surveys, with 17 attached species, including 10 non-indigenous species (NIS). Dominant species included Balanus trigonus, Amphibalanus amphitrite, and Bugula neritina. Cluster and non-metric multidimensional scaling analyses (nMDS) revealed four distinct groups based on species density, with significant differences between domestic–international and international ships. Statistical analyses indicated significant differences in species number, density, richness, and diversity index among groups, with Group D showing the highest values. The study emphasized international ships as primary introducers of NIS. Unique findings included differences in biofouling based on ship shape, antifouling paint conditions, and speed, highlighting the need for tailored management strategies based on navigation type and attachment area. This study urges further research to explore differences in attachment areas and emphasizes the importance of obtaining more information about ships for effective management. [ABSTRACT FROM AUTHOR]

Despite the Baltic Sea being one of the most intensive shipping regions in the world the potential magnitude of the biofouled hulls in this region is unknown. This study estimated the biofouling load to Baltic Sea Region (BSR) based on the wetted surface area (WSA) method with regard to country, ship type and donor bioregion. WSA flux reached 656 km2, of which 86% was associated with ships operating inside and 14% was WSA flux brought by ships from outside of the Baltic Sea. Most of the WSA was transported to Swedish, Finnish and Danish ports as well. The highest WSA flux was assigned to roll-on/roll-off, passenger and general cargo ships. The high biofouling potential in BSR indicates a potential high risk to the environment and, therefore there is an urgent need for appropriate guidelines to be introduced into daily use by the commercial shipping community. [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]

Microalgae can attach to the surface of ships and then spread to various areas by means of ship transport. The introduction of invasive species through ships is recognized as a marine problem worldwide. Identification of attached microalgae is necessary to investigate such movement between countries through ships. In the present study, through analytical methods we reviewed research data to identify the taxa of domestic attached microalgae and assess the ecological impacts of such microalgae. A total of 87 genera and 153 species (143 species of diatoms, 10 species of cyanobacteria, and 4 genera of dinoflagellates) were identified as native attached microalgae in Korea, and diatoms accounted for 93% of the total. Most of these attached microalgae were identified through research on natural substrates such as seaweeds and bedrock, and some were also identified through experiments using artificial adherent plates. To date, there is no information on microalgae attached to international ships and introduced into Korea. Molecular genetic analysis and systematic management through on-site sampling of international ships, microscopic analysis, and meta-barcoding are necessary to assess the inflow and spread path of hull-attached marine alien species and evaluate the risk they pose to the domestic ecosystem. [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.

Despite the importance of dispersal behavior in the eco-evolutionary responses of species to global environmental change, its role in the invasion dynamic of stowaway invaders has been poorly studied, especially in low-mobile species (i.e. with direct development). Here we use peracarid crustaceans as a target group to understand the role that local dispersal plays in the initial stages of the stowaway pathway in species inhabiting transport hubs (specifically marinas). Thus, we performed field experiments to quantitatively explore differences in species' propensity to disperse when comparing species with low and high invasion potential (considered here as the ability for successful anthropogenic dispersal). At the community level, we found that widespread introduced species (with high potential for invasion; HPI) exhibited higher propensity for local dispersal than closely related species that fail to spread (with low potential for invasion; LPI). From a functional perspective, high invasion potential, in synergy with omnivorous feeding and a tube-dweller lifestyle, was instrumental in determining differences in trait composition between assemblages that vary in their natural tendency to disperse. In addition to anthropogenic dispersal on ships, we show that unaided dispersal may play a crucial role at the beginning of the stowaway pathway, even in low-mobile species. Knowledge of dispersal behavior should be more fully integrated into research on managing the risk of this growing invasion pathway. This may help to predict rates of spread and provide new insights into the proximate causes of stowaway organisms' invasion success. [ABSTRACT FROM AUTHOR]

Abstract Shipping is understood to be a major vector for the introduction and spread of marine non-indigenous species (NIS). However, recreational boating is still unregulated and its influence as vector has not yet been assessed for the Mediterranean Sea, which is the second most popular recreational boating destination worldwide. This is the first large-scale study to examine this by a combined biological (analyzing hull and marina fouling) and social approach (boaters surveys on maintenance habits, travel patterns and awareness), focused on peracarid crustaceans. A surprisingly high number of NIS were found on vessels cruising Mediterranean waters, and species compositions suggest an exchange between marina and vessel assemblages. This means recreational boating presents a risk for NIS spread which should warrant regulation. Results also implied that regionally coordinated management should be supported by effective local-scale-based management in the Mediterranean, which could improve upon with targeted environmental education to solve lack of awareness. Highlights • This study examines boating as a vector of non-indigenous species (NIS) introductions. • Specifically, peracarid crustaceans are studied in marinas and boats in the Mediterranean. • Results show numerous NIS in marinas and vessels and suggest exchanges between them. • Vessel maintenance and travel patterns influence the likelihood of NIS occurrence. • There is a general lack of awareness of marine bioinvasions among recreational boaters. [ABSTRACT FROM AUTHOR]

Abstract Touristic and commercial shipping traffic, the import of fish products and aquaculture activities are the most important vectors for the introduction of non-indigenous species (NIS) in the Mediterranean Sea. In this context, the Venice Lagoon (North Adriatic Sea) is considered a hotspot of NIS introductions. Among macroalgae, identification of these alien taxa on the basis of morphological characters is difficult due to their simple morphology, phenotypic plasticity and the occurrence of morphologically overlapping species. Here we report three new introduced species for the Mediterranean Sea: Aglaothamnion halliae, Melanothamnus japonicus and Polysiphonia schneideri. The samples belong to different genera of the order Ceramiales (Rhodophyta) and were collected in six stations of the Venice Lagoon. Aglaothamnion halliae and Melanothamnus japonicus were probably introduced via shellfish products, in particular, with the American clam, Mercenaria mercenaria , and with the Japanese oyster, Magallana gigas, respectively. Polysiphonia schneideri , instead, appears to have been introduced from Spain via the Strait of Gibraltar as a fouling organism on ship hulls. The presence of closely related cryptic species in the Venice Lagoon, such as Aglaothamnion tenuissimum , Melanothamnus harveyi and Polysiphonia denudata , and the lack of diagnostic characters can lead to the underestimation of the biodiversity of these genera. For these reasons, we used DNA barcoding to discover and correctly identify these new introduced specimens. Highlights • Three new non-indigenous red algal species were discovered in the Venice Lagoon. • DNA barcoding method was fundamental to identify these cryptic exotic taxa. • Two vectors of introduction were involved: shellfish import and hull fouling. [ABSTRACT FROM AUTHOR]

Abstract While introduced marine species have been arriving in Australia for centuries, it was the advent of container shipping and the discharge of ballast water into Australian ports that highlighted the problem. A summary is provided of how Australia responded to this challenge and continues to. More recently there has been an acceptance that hull fouling is also an important vector of introductions. A major problem in Australia is distinguishing introduced species from as yet undescribed native species. This is a particular problem in northern Australia where the native fauna is poorly documented. Despite the economic and environmental threats posed by introduced species, the impetus to undertake expensive comprehensive surveys has declined and attention is now focusing on targeted surveys especially of known marine pest species and molecular data to identify introductions. Ongoing research is still needed to monitor other species identified as being introduced and their potential to become pests. Highlights • History of documenting Australian marine introduced species • Australian port surveys • Importance of correct taxonomy for confirming status of species • Use of guides to facilitate distinguishing between native and Introduced species • Ongoing problem needs close co-operation between taxonomists and management agencies. [ABSTRACT FROM AUTHOR]

The Southwestern Atlantic is often perceived as remote region, yet it is not immune to biological invasions. Patchy information on historical community composition hinders our ability to identify introductions to coastal ecosystems in this region. Hull fouling is an under-managed shipping vector that likely continues to transport large numbers of marine species worldwide. The port of Mar del Plata is a comparatively well-studied shipping and commercial hub that may serve as an observatory to monitor new introductions to the Argentine coast. Following detection of nonindigenous isopods during preliminary port sampling in 2007–2008, we organized regular port surveys aimed at assessing the level of population establishment and evaluated hull fouling as a potential introduction vector in the Port of Mar del Plata. In 2011–2012, we conducted 12 monthly dive surveys of port isopod communities in combination with three opportunistic surveys (two in-water, one in dry-dock) of hull fouling communities attached to a domestic research vessel during consecutive port calls at its base in this port. Replicate biofouling samples from underwater dock structures and the vessel's hull were collected by scraping invertebrates in 20 × 20 cm quadrats (even surfaces) and 1000 cm 3 of biofouling organisms (uneven surfaces). Both in port- and hull-fouling communities, we discovered the presence of the nonindigenous isopods Dynamene edwardsi and Paracerceis sculpta . This report constitutes the first detection of these two global marine invaders in American and Argentine waters, respectively. They likely represent relatively recent introductions to this corner of the world's oceans, yet our data indicate that both species are currently well established in Mar del Plata. These results demonstrate (for the first time in the case of D. edwardsi ) the potential for hull fouling to disperse both species, and raise a warning on their potential expansion to other Southwestern Atlantic ports and Antarctica in a near future. Research on the marine communities of the Southwestern Atlantic is pressingly needed to establish pre-invasion communities and detect new introductions. Simultaneous surveillance of ports (invasion hubs) and vessels (vectors) can effectively detect invaders and inform prevention efforts in this region. [ABSTRACT FROM AUTHOR]

Commercial ships inadvertently transfer vast numbers of living organisms beyond their evolutionary ranges, sometimes resulting in invasions of distant marine habitats. Biofouling on ship hulls translocate organisms that cling to the undersides and interstices of ships that function as hard substrate habitat for biota. Because biofouling accumulates over space and time continually, it poses risk to all ports visited. To better understand the potential magnitude of the biofouling vector in the United States, we compiled information on ship-specific dimensions as well as actual arrival histories of the fleets of ships calling at U.S. ports (2011-2014) in an effort to calculate wetted surface area (WSA) flux to the U.S. The annual mean flux of WSA from overseas bioregions to the U.S. is 333 km2 year−1. An additional 177 km2 year−1 of WSA moves among the eight distinct biogeographic regions of the lower 48 United States. We confirm that over 90% of all global marine bioregions (120 of 132 identified by IUCN) are visited by commercial ships within five port calls of arriving to the U.S. Our analysis is the first ever to quantify the extent of WSA flux among global marine bioregions and underscores the urgent need for management approaches and technologies that will reduce associated invasion risks. [ABSTRACT FROM AUTHOR]

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]

Biofilm organisms such as diatoms are potential regulators of global macrofouling dispersal because they ubiquitously colonize submerged surfaces, resist antifouling efforts and frequently alter larval recruitment. Although ships continually deliver biofilms to foreign ports, it is unclear how transport shapes biofilm microbial structure and subsequent macrofouling colonization. This study demonstrates that different ship hull coatings and transport methods change diatom assemblage composition in transported coastal marine biofilms. Assemblages carried on the hull experienced significant cell losses and changes in composition through hydrodynamic stress, whereas those that underwent sheltered transport, even through freshwater, were largely unaltered. Coatings and their associated biofilms shaped distinct macrofouling communities and affected recruitment for one third of all species, while biofilms from different transport treatments had little effect on macrofouling colonization. These results demonstrate that transport conditions can shape diatom assemblages in biofilms carried by ships, but the properties of the underlying coatings are mainly responsible for subsequent macrofouling. The methods by which organisms colonize and are transferred by ships have implications for their distribution, establishment and invasion success. [ABSTRACT FROM PUBLISHER]

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.

Models of the spread of invasive species in transportation networks often assume a constant probability of transport across vectors, an assumption that is known to be false. The human dimension of these pathways is an important contributor to variation in vector risks. Yet, little attempt has been made to understand the effectiveness of strategies that involve changing risky behaviours., We modelled the efficacy of management campaigns that aim to reduce the spread of invasive biofouling organisms by improving antifouling behaviour of boaters. We examined the influence of three factors on the effectiveness of the campaigns: (i) the proportion of the vessel population that is targeted by the measure, (ii) the average amount of change in behaviour made by individual boaters and (iii) the rate of uptake of the measure by the targeted population., The modelled campaigns reduced the spread of an invasive species within New Zealand's recreational boating network by 0-56% over a 10-year period. The outcome depended strongly on the combination of the three factors examined., Strategies that targeted only the 'worst offenders' caused relatively little reduction in spread unless there was very high uptake of the measure (>75% compliance) and a larger shift from current practice than could reasonably be expected. In comparison, a strategy that utilized a lower threshold for renewing the coatings and targeted a larger proportion of boaters was three times more effective, even for modest changes in current behaviour., Synthesis and applications. Vector management can be effective in reducing the spread of a marine invader, but campaigns need to be well designed if they are to be effective. Their success will be determined by the shape of the 'risk-release relationship' and where along this curve the population of vectors lies. Greatest gains are likely when measures are targeted at critical transition points, where relatively small changes in behaviour lead to a considerable reduction in risk. High uptake of measures is required to reduce spread significantly. Combined 'carrot and stick' approaches that incorporate incentives for compliance are likely to be most effective at eliciting meaningful levels of change. [ABSTRACT FROM AUTHOR]

Chlorine solution was added to the water encapsulated within a proprietary ‘floating dock’ to treat a vessel infested with the invasive polychaeteSabella spallanzanii. The chlorine was added as sodium dichloroisocyanurate (‘dichlor’) at an initial concentration of 200 mg l−1of free available chlorine (FAC). This concentration killed 99% ofS. spallanzaniiin their tubes during a 4-h exposure in laboratory tests (EC99160 mg FAC l−1). The concentration of FAC in the floating dock declined to ~50 mg l−1after 4 h and < 10 mg l–1after 16 h. Residual FAC was neutralised with thiosulphate at completion of exposure. A sample of 30S. spallanzaniiindividuals collected from the hull after treatment all showed morphological damage and 28 showed no response to touch. Re-examination of the hull after 6 d found no live worms or other fouling organisms. This method provides a cost-effective, rapid means of treating hull fouling. [ABSTRACT FROM AUTHOR]

Ships' hulls can transport aquatic nuisance species, but there is little quantitative information about the magnitude of vessel biofouling on a global or regional scale. There does not exist a robust method to estimate the wetted surface area (WSA) of a particular fleet of ships, especially across the diversity of possible vessel types. An estimate of the total WSA of ship arrivals into a port or region is essential to determine the potential scope of biofouling and to inform management strategies to reduce the future invasions. Multiple statistical models were developed so commonly available ships' parameters could be used to estimate the WSA for a given set of fleet data. Using individual ship characteristics and publicly available data from ~120,000 active commercial ships in the world fleet, the method results in a total global minimum WSA estimate of approximately 325 × 10 m. The size of the global fleet employed here is greater than the commonly cited vessel number of approximately 80,000-90,000, as we include ships <100 gross tons. Over 190,000 vessels were initially identified, representing a WSA of 571 × 10 m, but active status of only 120,000 vessels could be confirmed. Reliable data were unavailable on the operating status of many additional and especially smaller vessels. This approach, along with a contemporary and comprehensive estimate of global WSA, when combined with knowledge of the different operational profiles of ships that may reduce biofouling (port residence times, steaming speeds, extent of antifouling coatings, cleaning frequency, etc.), can inform current numerical models and risk assessments of bioinvasions. [ABSTRACT FROM AUTHOR]

The known extent of biological invasions exhibits strong variation with respect to space, time, taxonomic group, and vector. Using a synthesis of nonindigenous species (NIS) occurrences in North America, we characterized the invasion history for coastal marine ecosystems by invertebrates and algae through 2010, to evaluate variation and existing patterns at a continental scale. This study updates a previous analysis of invasions for the same taxonomic groups in North America, providing a first assessment of changes in the last 11 year period (2000–2010). Overall, we documented 450 marine and estuarine NIS that are considered to have established populations in tidal waters of North America, representing a 51% increase in NIS richness compared to the earlier analysis. Of the 152 species added, 71 species (47%) have first documented records since the year 1999, and 81 species (53%) were additions attributed to earlier time periods due to recent reports and further analysis. Across all time periods, taxonomic groups with the largest contribution were Crustaceans (112 species) and Molluscs (80 species), together providing 43% of the total species richness for North America. Species richness was unevenly distributed among coasts, with most documented on the Pacific Coast (310 species) and fewer on the Atlantic Coast (189 species) and Gulf Coast (88 species). Commercial ships have contributed between (a) 44–78% of the initial (primary) invasions of all nonindigenous species to North America and (b) 52–82% of NIS in the last 30-year time interval, being driven by transfers associated with ballast water and hull biofouling. Importantly, invasion dynamics are a shifting landscape, where the past may not predict the future, especially with emerging trade patterns and global to local environmental changes. Thus, effective management to reduce future invasions requires a dynamic and multi-vector approach, instead of single vector strategies based on past history alone. [ABSTRACT FROM PUBLISHER]

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]

Global shipping facilitates the introduction of invasive species and parasites via ballast water and hull fouling. Regional management of invasives may be strengthened by identifying the major routes in a network, to allow for targeted ship inspections. This study used cargo shipping records to establish the connectivity of shipping routes between ports in Ireland and other nations. 9291 records were analysed, investigating vessel residence and journey times. On average, vessels spent up to five days in port and less than five days at sea. However, there was strong variation, with general cargo ships recording up to 13 days in port. A horizon scan for species likely to invade in Ireland was incorporated for five species and their associated parasites: American razor clam, Asian shore crab, Brush clawed shore crab, Chinese mitten crab and American slipper limpet. Routes of concern are highlighted and a general framework for effective management is outlined. • Shipping can facilitate the introduction of invasive species via ballast water and hull fouling. • Regional management and biosecurity can be strengthened by conducting targeted ship inspections. • Inspections may be prioritised by enumerating connections to ports with confirmed invasives. • Horizon scanning exercises may be also conducted to forecast the most likely invasive species. • Secondary spread may be assessed by identifying the connectivity of ports within a region. [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]

Abstract: This study examined the efficacy of heated seawater for the treatment and remediation of fouled vessel sea chest habitats. In laboratory trials, three temperature regimes (37.5°C for 60min, 40°C for 30min and 42.5°C for 20min) were tested on a range of temperate taxa commonly found in sea chests. Field validation trials further assessed the efficacy of heat treatment within a replica sea chest environment. During laboratory trials, 100% mortality was achieved across all three treatments for the majority of taxa; the exceptions being the barnacle Elminius modestus and the oyster Crassostrea gigas. Temperature tolerance limits observed in the laboratory were successfully replicated under simulated sea chest conditions; however, a failure to achieve even heat distribution was an obstacle to achieving uniform mortality. This study provides guidance on the temperature/exposure parameters required for vessels plying temperate latitudes, and demonstrates that heated seawater has potential for controlling biofouling in vessel sea chests. [Copyright &y& Elsevier]

Invasive species possess unique traits that allow them to navigate the invasion process in order to establish and spread in new habitats. Successful hull fouling invaders must resist both physical and physiological stressors associated with their voyage. We characterised attachment strength and drag coefficient of common fouling species in order to estimate the velocity required to dislodge them from boat hulls. We hypothesized nonindigenous fouling species would possess biomechanical properties that enable them to remain attached to hulls more successfully than similar native species. Indeed, the well-known invasive ascidian Styela clava had both high attachment strength and low drag coefficient and its dislodgment velocity was well above that of fast moving vessels. In contrast, the native congener Styela gibbsii had low attachment strength and higher drag coefficient. Colonial invasive species employed a different hitchhiking strategy; despite their low attachment strengths, Botrylloides violaceus and Didemnum vexillum had low drag coefficients allowing them to be transported on slower-moving vessels, such as sailboats and barges. The biomechanical adaptations of invasive species show promise in predicting future invaders and informing vector management strategies at the first node in the invasion process: transport by the vector. [ABSTRACT FROM AUTHOR]

Abstract: We quantify and compare different measures of potential propagule pressure (PPP) of aquatic invasive species (AIS) from commercial vessels in Canada. We used ship arrivals and ballast water discharge volumes as proxies for PPP from ballast water organisms, and wetted surface area (WSA) as a proxy for hull fouling PPP, to determine their relative contributions to total PPP. For three regions studied, PPP proxies correlated significantly across ports and some vessel categories. Relative contributions of ship arrivals, ballast discharge, and WSAs to PPP, evidenced by non-significant correlations across these measures, varied across regions, ports, vessel types, and seasons. Flow-through (dominant on east and west coasts) and empty-refill (in Great Lakes-St. Lawrence region) were the major ballast water exchange methods employed by the vessels surveyed. These methods have different biological efficacy for AIS removal, influencing PPP. Our study illustrates benefits and limitations of using different PPP proxies to estimate invasion risk. [Copyright &y& Elsevier]

Vessel traffic is the primary pathway for non-indigenous marine species introductions to New Zealand, with hull fouling recognised as being an important mechanism. This article describes hull fouling on seven slow-moving commercial vessels sampled over a 1 year period. Sampling involved the collection of images and fouling specimens from different hull locations using a standardised protocol developed to assess vessel biofouling in New Zealand. A total of 29 taxa was identified by expert taxonomists, of which 24% were indigenous to New Zealand and 17% non-indigenous. No first records to New Zealand were reported, however 59% of species were classified as ‘unknown’ due to insufficient taxonomic resolution. The extent of fouling was low compared to that described for other slow-movers. Fouling cover, biomass and richness were on average 17.1% (SE = 1.8%), 5.2 g (SE = 1.1 g) and 0.8 (SE = 0.07) per photoquadrat (200 × 200 mm), respectively. The fouling extent was lowest on the main hull areas where the antifouling paint was in good condition. In contrast, highest levels of fouling were associated with dry-docking support strips and other niche areas of the hull where the paint condition was poor. Future studies should target vessels from a broader range of bioregions, including vessels that remain idle for extended periods (ie months) between voyages, to increase understanding of the biosecurity risks posed by international commercial slow-movers. [ABSTRACT FROM PUBLISHER]

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]

The US Navy operates a large number of ships, however, unlike most commercial vessels they typically spend long periods of time in port where they may become fouled. This study investigated the feasibility of applying light cleaning (grooming) to maintain four surfaces free from fouling. The test surfaces were an ablative copper antifouling (AF) coating, a silicone fouling release (FR) coating, a two part marine epoxy, and a solid sheet of polytetrafluoroethylene plastic. The surfaces were exposed to static immersion in seawater on the East coast of Florida for 120 days and subjected to 3, 6, 12, and 24-day grooming intervals. Pre-groomed and post-groomed fouling conditions on each test surface were assessed and the maximum required lateral forces at each grooming event were measured. The results showed that grooming prevented or reduced the development of biofilm on the ablative copper coatings. The FR coatings that were groomed at the 3- and 6-day interval remained free from fouling until exposure to severe fouling pressure, which caused the 6-day interval to develop a small amount of fouling. Both the polytetrafluoroethylene and epoxy surfaces became fouled at all grooming frequencies, but fouling was reduced for the 3-day grooming frequency. The lateral forces required to groom the surfaces, with the exception of the FR coatings, increased with time. The results demonstrated that frequent grooming can have prolonged, positive effects on the AF performance of coatings. [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]