Risk factors for fouling biomass: evidence from small vessels in Australia

Abstract

Invasive non-indigenous species (NIS) are a threat to marine biodiversity and marine reliant industries. Recreational vessels are recognised as an important vector of NIS translocation, particularly domestically. This paper reports on a novel application of multilevel modelling and multiple imputation in order to quantify the relationship between biofouling biomass (wet weight) and the vessel-level characteristics of recreational and fishing vessels. It was found that the number of days since the vessel was last cleaned strongly related to the biofouling biomass, yet differed dependent on vessel type. Similarly, the median number of trips undertaken was related to the biofouling biomass, and varied according to the type of antifouling paint (AF) used. No relationship was found between vessel size and biofouling biomass per sample unit. To reduce the spread of NIS, vessel owners should use an AF paint suitable to their vessel’s operational profile, and follow a maintenance schedule according to the paint manufacturer’s specifications.     

A preliminary assessment of biofouling and non-indigenous marine species associated with commercial slow-moving vessels arriving in New Zealand

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.     

Fouling in your own nest: vessel noise increases biofouling

Globally billions of dollars are spent each year on attempting to reduce marine biofouling on commercial vessels, largely because it results in higher fuel costs due to increased hydrodynamic drag. Biofouling has been long assumed to be primarily due to the availability of vacant space on the surface of the hull. Here, it is shown that the addition of the noise emitted through a vessel’s hull in port increases the settlement and growth of biofouling organisms within four weeks of clean surfaces being placed in the sea. More than twice as many bryozoans, oysters, calcareous tube worms and barnacles settled and established on surfaces with vessel noise compared to those without. Likewise, individuals from three species grew significantly larger in size in the presence of vessel noise. The results demonstrate that vessel noise in port is promoting biofouling on hulls and that underwater sound plays a much wider ecological role in the marine environment than was previously considered possible.     

The effect of vessel speed on the survivorship of biofouling organisms at different hull locations

This study used a specially designed MAGPLATE system to quantify the en route survivorship and post-voyage recovery of biofouling assemblages subjected to short voyages (<12 h) across a range of vessel speeds (slow, medium, fast; in the range 4.0–21.5 knots). The effect of hull location (bow, amidships and stern) was also examined. While no significant differences were evident in en route survivorship of biofouling organisms amongst hull locations, biofouling cover and richness were markedly reduced on faster vessels relative to slower craft. Therefore, the potential inoculum size of non-indigenous marine species and richness is likely to be reduced for vessels that travel at faster speeds (>14 knots), which is likely to also reduce the chances of successful introductions. Despite this, the magnitude of introductions from biofouling on fast vessels can be considered minor, especially for species richness where 90% of source-port species were recorded at destinations.     

Mini-review: Assessing the drivers of ship biofouling management – aligning industry and biosecurity goals

Biofouling exerts a frictional and cost penalty on ships and is a direct cause of invasion by marine species. These negative consequences provide a unifying purpose for the maritime industry and biosecurity managers to prevent biofouling accumulation and transfer, but important gaps exist between these sectors. This mini-review examines the approach to assessments of ship biofouling among sectors (industry, biosecurity and marine science) and the implications for existing and emerging management of biofouling. The primary distinctions between industry and biosecurity in assessment of vessels biofouling revolve around the resolution of biological information collected and the specific wetted surface areas of primary concern to each sector. The morphological characteristics of biofouling and their effects on propulsion dynamics are of primary concern to industry, with an almost exclusive focus on the vertical sides and flat bottom of hulls and an emphasis on antifouling and operational performance. In contrast, the identity, biogeography, and ecology of translocated organisms is of highest concern to invasion researchers and biosecurity managers and policymakers, especially as it relates to species with known histories of invasion elsewhere. Current management practices often provide adequate, although not complete, provision for hull surfaces, but niche areas are well known to enhance biosecurity risk. As regulations to prevent invasions emerge in this arena, there is a growing opportunity for industry, biosecurity and academic stakeholders to collaborate and harmonize efforts to assess and manage biofouling of ships that should lead to more comprehensive biofouling solutions that promote industry goals while reducing biosecurity risk and greenhouse gas emissions.     

Vessel generator noise as a settlement cue for marine biofouling species

Underwater noise is increasing globally, largely due to increased vessel numbers and international ocean trade. Vessels are also a major vector for translocation of non-indigenous marine species which can have serious implications for biosecurity. The possibility that underwater noise from fishing vessels may promote settlement of biofouling on hulls was investigated for the ascidian Ciona intestinalis. Spatial differences in biofouling appear to be correlated with spatial differences in the intensity and frequency of the noise emitted by the vessel’s generator. This correlation was confirmed in laboratory experiments where C. intestinalis larvae showed significantly faster settlement and metamorphosis when exposed to the underwater noise produced by the vessel generator. Larval survival rates were also significantly higher in treatments exposed to vessel generator noise. Enhanced settlement attributable to vessel generator noise may indicate that vessels not only provide a suitable fouling substratum, but vessels running generators may be attracting larvae and enhancing their survival and growth.     

Real‐time PCR detection of Didemnum perlucidum (Monniot, 1983) and Didemnum vexillum (Kott, 2002) in an applied routine marine biosecurity context

Prevention and early detection are well recognized as the best strategies for minimizing the risks posed by nonindigenous species (NIS) that have the potential to become marine pests. Central to this is the ability to rapidly and accurately identify the presence of NIS, often from complex environmental samples like biofouling and ballast water. Molecular tools have been increasingly applied to assist with the identification of NIS and can prove particularly useful for taxonomically difficult groups like ascidians. In this study, we have developed real‐time PCR assays suited to the specific identification of the ascidians Didemnum perlucidum and Didemnum vexillum. Despite being recognized as important global pests, this is the first time specific molecular detection methods have been developed that can support the early identification and detection of these species from a broad range of environmental sample types. These fast, robust and high‐throughput assays represent powerful tools for routine marine biosecurity surveillance, as detection and confirmation of the early presence of species could assist in the timely establishment of emergency responses and control strategies. This study applied the developed assays to confirm the ability to detect Didemnid eDNA in water samples. While previous work has focused on detection of marine larvae from water samples, the development of real‐time PCR assays specifically aimed at detecting eDNA of sessile invertebrate species in the marine environment represents a world first and a significant step forwards in applied marine biosecurity surveillance. Demonstrated success in the detection of D. perlucidum eDNA from water samples at sites where it could not be visually identified suggests value in incorporating such assays into biosecurity survey designs targeting Didemnid species.     

Bilge water as a vector for the spread of marine pests: a morphological,metabarcoding and experimental assessment

Vessel movements are considered the primary anthropogenic pathway for the secondary spread of marine non-indigenous species. In comparison to the well-studied mechanisms of hull fouling and ballast water, the importance of bilge water for domestic and cross-regional spread of non-indigenous species is largely unknown and has the potential to compromise the overall effectiveness of biosecurity management actions. In this study, the diversity and abundance of biological material contained in bilge water from 30 small vessels (<20 m) was assessed using traditional and molecular identification tools (metabarcoding of the 18S rRNA gene). Laboratory-based studies were also used to investigate the relationship between voyage duration and propagule success. A large taxonomic diversity in organisms was detected, with 118 and 45 distinct taxa identified through molecular and morphological analyses, respectively. Molecular techniques identified five species recognised as non-indigenous to the study region in 23 of the 30 bilge water samples analysed. Larvae and fragments passed through an experimental bilge pump system relatively unharmed. Time spent in the bilge sump was found to affect discharge success, particularly of short-lived and sensitive larvae, but survival for 3 days was observed. Our findings show that bilge water discharges are likely to pose a non-negligible biosecurity threat and that further research to identify high-risk vessel operating profiles and potential mitigation measures are warranted.     

Is vessel hull fouling an invasion threat to the Great Lakes?

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.     

Assessing the port to port risk of vessel movements vectoring non-indigenous marine species within and across domestic Australian borders

Biofouling of vessels is implicated as a high risk transfer mechanism of non-indigenous marine species (NIMS). Biofouling on international vessels is managed through stringent border control policies, however, domestic biofouling transfers are managed under different policies and legislative arrangements as they cross internal borders. As comprehensive guidelines are developed and increased compliance of international vessels with 'clean hull' expectations increase, vessel movements from port to port will become the focus of biosecurity management. A semi-quantitative port to port biofouling risk assessment is presented that evaluates the presence of known NIMS in the source port and determines the likelihood of transfer based on the NIMS association with biofouling and environmental match between source and receiving ports. This risk assessment method was used to assess the risk profile of a single dredge vessel during three anticipated voyages within Australia, resulting in negligible to low risk outcomes. This finding is contrasted with expectations in the literature, specifically those that suggest slow moving vessels pose a high to extreme risk of transferring NIMS species.     

The potential for translocation of marine species via small-scale disruptions to antifouling surfaces

Vessel hull fouling is a major vector for the translocation of nonindigenous species (NIS). Antifouling (AF) paints are the primary method for preventing the establishment and translocation of fouling species. However, factors such as paint age, condition and method of application can all reduce the effectiveness of these coatings. Areas of hull that escape AF treatment (through limited application or damage) constitute key areas that may be expected to receive high levels of fouling. The investigation focused on whether small-scale (mm² to cm²) areas of unprotected surface or experimental ‘scrapes’ provided sufficient area for the formation of fouling assemblages within otherwise undamaged AF surfaces. Recruitment of fouling taxa such as algae, spirorbids and hydroids was recorded on scrapes as narrow as 0.5 cm wide. The abundance and species richness of fouling assemblages developing on scrapes ≥1 cm often equalled or surpassed levels observed in reference assemblages totally unprotected by AF coatings. Experiments were conducted at three sites within the highly protected and isolated marine park surrounding Lady Elliott Island at the southernmost tip of the Great Barrier Reef, Australia. Several NIS were recorded on scrapes of AF coated surfaces at this location, with 1-cm scrapes showing the greatest species richness and abundance of NIS relative to all other treatments (including controls) at two of the three sites investigated. Slight disruptions to newly antifouled surfaces may be all that is necessary for the establishment of fouling organisms and the translocation of a wide range of invasive taxa to otherwise highly protected marine areas.     

Effect of ship hull form on the resistance penalty from biofouling

Hull biofouling is a well-known problem for the shipping industry, leading to increased resistance and fuel consumption. Considering that the effects of hull form on resistance are known to be higher for a less slender hull, it is hypothesised in this paper that the effect of biofouling roughness on resistance is also dependent on the hull form. To test this hypothesis, previously reported full-scale numerical results on a containership are re-analysed. Form effects on roughness penalties, corresponding to K_ΔCT = 0.058 ± 0.025, are observed at a low speed (19 knots, Re_s = 2.29 × 10⁹), which are however cancelled out by traditionally neglected roughness effects on wave-making resistance at a higher speed (24 knots, Re_s = 2.89 × 10⁹). It is concluded that hull form effects on biofouling penalties can be significant at low speeds, though not generalisable for higher speeds, namely when wave-making resistance corresponds to ≥ 29% of total resistance.     

Biosecurity risk factors presented by international vessels: a statistical analysis

Invasive non-indigenous species are among the greatest threats to global biodiversity. Shipping is the principal vector for international dispersal of nonindigenous species, and shipping rates are increasing globally. The Australian government performs a range of regulatory actions to mitigate biosecurity risks associated with marine vessels, and in so doing has amassed a large volume of operational inspection data. This data can be used to quantitatively examine risk factors of vessels failing biosecurity procedures after arriving from international ports, the nature of biosecurity failures, and the types and seizure rates of biosecurity risk material (BRM). Classification trees with gradient boosting were used to assess characteristics that predict high risk vessels (n = 93,006) for carrying BRM, across 7 years of inspection data. Undeclared vessels and suspected irregular entry vessels posed the highest risk, but both were rare. Vessels that visit infrequently (<20 visits in 7 years) were common and had almost three times greater odds of failing inspection than vessels visiting frequently. On statistical analysis, yachts appeared to pose less risk than commercial vessels. In operational terms, a tentative profiled 20% fraction would contain 57% of genuine failures, and the concomitant non-screened group would contain 82% of passes. The most common reason for inspection failures was ballast water non-compliance (2.53%) and plant or insect detections (1.77%); biofouling was less common (0.13%) but testing for biofouling is not exhaustive. Invertebrate species comprised almost 90% of invasive organisms detected and seized from vessels failing biosecurity inspections. This study targets an entire transportation vector, which includes many pathways. Understanding the characteristics of transport vectors is pivotal to characterising the risk of biological invasions and applying adequate controls and prevention strategies. Our results show that biosecurity risk is not uniform on maritime pathways, so there is considerable scope for biosecurity regulators to impose risk-based intervention.     

Non-indigenous species contribute equally to biofouling communities in international vs local ports in the Biobío region,Chile

Abstract

Growing coastal urbanization together with the intensification of maritime traffic are major processes explaining the increasing rate of biological introductions in marine environments. To investigate the link between international maritime traffic and the establishment of non-indigenous species (NIS) in coastal areas, biofouling communities in three international and three nearby local ports along 100?km of coastline in south-central Chile were compared using settlement panels and rapid assessment surveys. A larger number of NIS was observed in international ports, as expected in these ‘invasion hubs’. However, despite a few environmental differences between international and local ports, the two port categories did not display significant differences regarding NIS establishment and contribution to community structure over the studied period (1.5 years). In international ports, the free space could be a limiting factor for NIS establishment. The results also suggest that local ports should be considered in NIS surveillance programs in Chile.     

The role of containerships as transfer mechanisms of marine biofouling species

Fouling of ships is an important historical and enduring transfer mechanism of marine nonindigenous species (NIS). Although containerships have risen to the forefront of global maritime shipping since the 1950s, few studies have directly sampled fouling communities on their submerged surfaces, and little is known about differences in the fouling characteristics among commercial ship types. Twenty-two in-service containerships at the Port of Oakland (San Francisco Bay, California) were sampled to test the hypothesis that the extent and taxonomic richness of fouling would be low on this type of ship, resulting from relatively fast speeds and short port durations. The data showed that the extent of macroorganisms (invertebrates and algae) was indeed low, especially across the large surface areas of the hull. Less than 1% of the exposed hull was colonized for all apart from one vessel. These ships had submerged surface areas of >7000 m², and fouling coverage on this area was estimated to be <l7 m² per vessel, with zero biota detected on the hulls of many vessels. The outlying smaller vessel (4465 m²) had an estimated coverage of 90% on the hull and also differed substantially from the other ships in terms of its recent voyage history, shorter voyage range and slower speeds. Despite the low extent of fouling, taxonomic richness was high among vessels. Consistent with recent studies, a wide range of organisms were concentrated at more protected and heterogeneous (non-hull) niche areas, including rudders, stern tubes and intake gratings. Green algae and barnacles were most frequently sampled among vessels, but hydroids, bryozoans, bivalves and ascidians were also recorded. One vessel had 20 different species in its fouling assemblage, including non-native species (already established in San Francisco Bay) and mobile species that were not detected in visual surveys. In contrast to other studies, dry dock block areas did not support many organisms, despite little antifouling deterrence in some cases. Comparisons with previous studies suggest that the accumulation of fouling on containerships may be lower than on other ship types (eg bulkers and general cargo vessels), but more data are needed to determine the hierarchy of factors contributing to differences in the extent of macrofouling and non-native species vector risks within the commercial fleet.     

Recreational boating: a large unregulated vector transporting marine invasive species

Aim Recreational boating is arguably the largest unregulated vector for the introduction and spread of marine invasive species. Hull fouling communities have been recognized to harbour non‐indigenous species (NIS), but presence should not be equated with transport. In this study, we characterize the presence of NIS in hull fouling communities, determine if host vessels transport these species and evaluate the importance of recreational boating as a vector for introduction and spread. Location Coastal British Columbia (BC), Canada. Methods Dive surveys in BC marinas were conducted to record the presence of NIS and to estimate their per cent cover. In addition, a boater questionnaire survey was used to determine common travel and maintenance practices. These results were combined to investigate the potential for recreational boats to transport NIS. Results Nine NIS, including the highly invasive ascidians Styela clava and Botrylloides violaceus, and the macroalga Sargassum muticum, were found in hull fouling communities on recreational boats. Overall, per cent cover was generally low; however, niche areas were commonly fouled, even on active and otherwise clean boats. Fouling of niche areas was not related to either antifouling paint age or travel frequency, and fouling levels were highly variable among individual boats both within marinas and across regions. Main conclusions Recreational boating is a major vector contributing to the spread of marine invasive species. Our results indicate that recreational boats represent a high‐risk vector both for primary introduction and secondary spread of marine NIS and should be subject to vector management regulations.     

Biosecurity surveillance design: detecting non-indigenous vertebrate introductions using risk and power

Ecosystems can be severely damaged by the introduction, establishment and spread of non-indigenous species (NIS) including vertebrates, invertebrates and plants. Development and use of natural areas poses a biosecurity risk regarding the introduction of increase NIS invasion risks, so biosecurity systems including prevention and detection measures are required. Even with the most rigorous biosecurity efforts, there is potential for NIS to evade quarantine and go on to establish and spread. The cost of such an event can be great, both environmentally and financially (e.g. containment/ management or eradication). We have developed a surveillance design methodology, for an application where increased use of a natural area may result in NIS incursions, even with extensive biosecurity systems. The surveillance design methodology acknowledges heterogeneity of risk in the study area and stratifies the area to optimise surveillance deployment, achieving great efficiencies and improvement in statistical power of detection. Many of the risk decisions require lack data and so the system incorporates expert opinion with available data. The design covers the broad range of potential NIS that may be introduced by using exemplar species and a variety of surveillance system components (SSCs) (such as a combination of formal scientific surveys, trapping methods, and casual observation) distributed optimally over time and space. The mix of SSCs can be manipulated to take into account such factors as their relative financial costs and demands on expertise. The methodology has the flexibility to be applied to various groups of potential NIS (e.g. vertebrates, invertebrates and plants), and the design can evolve as data are collected (adaptive management). Overall, the surveillance design methodology allows for an efficient use of resources, providing sufficient power to detect incursions, resulting in reduced environmental and financial costs from NIS incursions.     

Metabarcoding improves detection of eukaryotes from early biofouling communities: implications for pest monitoring and pathway management

In this experimental study the patterns in early marine biofouling communities and possible implications for surveillance and environmental management were explored using metabarcoding, viz. 18S ribosomal RNA gene barcoding in combination with high-throughput sequencing. The community structure of eukaryotic assemblages and the patterns of initial succession were assessed from settlement plates deployed in a busy port for one, five and 15 days. The metabarcoding results were verified with traditional morphological identification of taxa from selected experimental plates. Metabarcoding analysis identified > 400 taxa at a comparatively low taxonomic level and morphological analysis resulted in the detection of 25 taxa at varying levels of resolution. Despite the differences in resolution, data from both methods were consistent at high taxonomic levels and similar patterns in community shifts were observed. A high percentage of sequences belonging to genera known to contain non-indigenous species (NIS) were detected after exposure for only one day.     

The potential for translocation of marine species via small-scale disruptions to antifouling surfaces

Vessel hull fouling is a major vector for the translocation of nonindigenous species (NIS). Antifouling (AF) paints are the primary method for preventing the establishment and translocation of fouling species. However, factors such as paint age, condition and method of application can all reduce the effectiveness of these coatings. Areas of hull that escape AF treatment (through limited application or damage) constitute key areas that may be expected to receive high levels of fouling. The investigation focused on whether small-scale (mm(2) to cm(2)) areas of unprotected surface or experimental 'scrapes' provided sufficient area for the formation of fouling assemblages within otherwise undamaged AF surfaces. Recruitment of fouling taxa such as algae, spirorbids and hydroids was recorded on scrapes as narrow as 0.5 cm wide. The abundance and species richness of fouling assemblages developing on scrapes > or =1 cm often equalled or surpassed levels observed in reference assemblages totally unprotected by AF coatings. Experiments were conducted at three sites within the highly protected and isolated marine park surrounding Lady Elliott Island at the southernmost tip of the Great Barrier Reef, Australia. Several NIS were recorded on scrapes of AF coated surfaces at this location, with 1-cm scrapes showing the greatest species richness and abundance of NIS relative to all other treatments (including controls) at two of the three sites investigated. Slight disruptions to newly antifouled surfaces may be all that is necessary for the establishment of fouling organisms and the translocation of a wide range of invasive taxa to otherwise highly protected marine areas.     

Typification of vessel-induced waves and their interaction with different bank types,including management implications for river restoration projects

Restoration projects often aim to initiate side erosion processes in order to improve the ecological situation, leading to banks of gentle slopes which positively affect biotic habitats. However, within navigable reaches such measures have to be planned under consideration of the impact of vessel-generated waves on YOY-fish. Hence an extensive study was conducted at different bank types to analyze and describe waves, induced by passing vessels. A high resolution wave gauge was exposed, to obtain wave data of different vessel types over a broad discharge range. Simultaneously vessel passage was recorded using an automatic identification system. Attributed to the ships, different wave types could be distinguished and their specific parameters (e.g., wave height) were described. Additionally we analyzed by which of these parameters wave height is primarily affected. For passenger ships a speed reduction of 5 km h^?1 results in a reduction of wave height of 14 cm at the Danube. A morphological analysis was accomplished to identify habitat loss and shift of the water’s edge based on ship induced maximum drawdown. Habitat loss, expressed as retrogression of the water’s edge, ranged between 0.88 and 35 m for the highest drawdown recorded.