Analysis of mechanical grooming at various frequencies on a large scale test panel coated with a fouling-release coating

A mechanical grooming test was performed on large scale steel test panels coated with a fouling-release (FR) coating (International Intersleek 900), at four different frequencies, during the high fouling season in Port Canaveral, Florida. Grooming at frequencies of three or two times per week was effective at removing heavy biofilm growth and significantly reduced macrofouling settlement. Mechanical grooming at lower frequencies of weekly or bi-weekly removed heavy biofilm growth but was much less effective at reducing macrofouling settlement. The results indicated that frequent mechanical grooming could reduce the fouling rating of ships coated with FR coatings. The reduction in the fouling rating of ships’ hulls by frequent grooming could offer significant reductions in drag, fuel consumption, and the emission of exhaust gases. Frequent grooming could also eliminate the need for hull cleaning and increase the time between dry docking which would reduce the operational costs for many vessel operators.     

Analysis of long-term mechanical grooming on large-scale test panels coated with an antifouling and a fouling-release coating

Long-term grooming tests were conducted on two large-scale test panels, one coated with a fluorosilicone fouling-release (FR) coating, and one coated with a copper based ablative antifouling (AF) coating. Mechanical grooming was performed weekly or bi-weekly using a hand operated, electrically powered, rotating brush tool. The results indicate that weekly grooming was effective at removing loose or heavy biofilm settlement from both coatings, but could not prevent the permanent establishment of low-profile tenacious biofilms. Weekly grooming was very effective at preventing macrofouling establishment on the AF coating. The effectiveness of weekly grooming at preventing macrofouling establishment on the FR coating varied seasonally. The results suggest that frequent mechanical grooming is a viable method to reduce the fouling rating of ships’ hulls with minimal impact to the coating. Frequent grooming could offer significant fuel savings while reducing hull cleaning frequencies and dry dock maintenance requirements.     

Diatom community structure on in-service cruise ship hulls

Diatoms are an important component of marine biofilms found on ship hulls. However, there are only a few published studies that describe the presence and abundance of diatoms on ships, and none that relate to modern ship hull coatings. This study investigated the diatom community structure on two in-service cruise ships with the same cruise cycles, one coated with an antifouling (AF) system (copper self-polishing copolymer) and the other coated with a silicone fouling-release (FR) system. Biofilm samples were collected during dry docking from representative areas of the ship and these provided information on the horizontal and vertical zonation of the hull, and intact and damaged coating and niche areas. Diatoms from the genera Achnanthes, Amphora and Navicula were the most common, regardless of horizontal ship zonation and coating type. Other genera were abundant, but their presence was more dependent on the ship zonation and coating type. Samples collected from damaged areas of the hull coating had a similar community composition to undamaged areas, but with higher diatom abundance. Diatom fouling on the niche areas differed from that of the surrounding ship hull and paralleled previous studies that investigated differences in diatom community structure on static and dynamically exposed coatings; niche areas were similar to static immersion and the hull to dynamic immersion. Additionally, diatom richness was greater on the ship with the FR coating, including the identification of several new genera to the biofouling literature, viz. Lampriscus and Thalassiophysa. These results are the first to describe diatom community composition on in-service ship hulls coated with a FR system. This class of coatings appears to have a larger diatom community compared to copper-based AF systems, with new diatom genera that have the ability to stick to ship hulls and withstand hydrodynamic forces, thus creating the potential for new problematic species in the biofilm.     

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In the present study, the overall economic impact of hull fouling on a mid-sized naval surface ship (Arleigh Burke-class destroyer DDG-51) has been analyzed. A range of costs associated with hull fouling was examined, including expenditures for fuel, hull coatings, hull coating application and removal, and hull cleaning. The results indicate that the primary cost associated with fouling is due to increased fuel consumption attributable to increased frictional drag. The costs related to hull cleaning and painting are much lower than the fuel costs. The overall cost associated with hull fouling for the Navy's present coating, cleaning, and fouling level is estimated to be $56M per year for the entire DDG-51 class or $1B over 15 years. The results of this study provide guidance as to the amount of money that can be reasonably spent for research, development, acquisition, and implementation of new technologies or management strategies to combat hull fouling.     

Transported biofilms and their influence on subsequent macrofouling colonization

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.     

Static vs dynamic settlement and adhesion of diatoms to ship hull coatings

Many experiments utilize static immersion tests to evaluate the performance of ship hull coatings. These provide valuable data; however, they do not accurately represent the conditions both the hull and fouling organisms encounter while a ship is underway. This study investigated the effect of static and dynamic immersion on the adhesion and settlement of diatoms to one antifouling coating (BRA 640), four fouling-release coatings (Intersleek^® 700, Intersleek^® 900, Hempasil X3, and Dow Corning 3140) and one standard surface (Intergard^® 240 Epoxy). Differences in community composition were observed between the static and dynamic treatments. Achnanthes longipes was present on all coatings under static immersion, but was not present under dynamic immersion. This was also found for diatoms in the genera Bacillaria and Gyrosigma. Melosira moniformis was the only diatom present under dynamic conditions, but not static conditions. Several common fouling diatom genera were present on panels regardless of treatment: Amphora, Cocconeis, Entomoneis Cylindrotheca, Licmophora, Navicula, Nitzschia, Plagiotropis, and Synedra. Biofilm adhesion, diatom abundance and diatom diversity were found to be significantly different between static and dynamic treatments; however, the difference was dependent on coating and sampling date. Several coatings (Epoxy, DC 3140 and IS 700) had significantly higher biofilm adhesion on dynamically treated panels on at least one of the four sampling dates, while all coatings had significantly higher diatom abundance on at least one sampling date. Diversity was significantly greater on static panels than dynamic panels for Epoxy, IS 700 and HX3 at least once during the sampling period. The results demonstrate how hydrodynamic stress will significantly influence the microfouling community. Dynamic immersion testing is required to fully understand how antifouling surfaces will respond to biofilm formation when subjected to the stresses experienced by a ship underway.     

A comparison of the antifouling performance of air plasma spray (APS) ceramic and high velocity oxygen fuel (HVOF) coatings for use in marine hydraulic applications

Maritime hydraulic components are often exposed to harsh environmental conditions which can lead to accelerated deterioration, reduced function, equipment failure and costly repair. Two leading causes of maritime hydraulic failure are biofouling accumulation and corrosion. This study examined the antifouling performance of three candidate replacement high velocity oxygen fuel (HVOF) coatings relative to the performance of the current baseline air plasma spray (APS) ceramic coating for protection of hydraulic actuators. Following 20 weeks immersion at tropical and temperate field exposure sites, the control APS ceramic accumulated significantly greater levels of biofouling compared to the HVOF coatings. More specifically, the magnitude of growth of real-world nuisance hard fouling observed on in-service hydraulic components (eg calcareous tubeworms and encrusting bryozoans) was significantly greater on the APS ceramic relative to HVOF coatings. Possible explanations for the observed patterns include differences in surface topography and roughness, the electrochemical potential of the surfaces and the colour/brightness of the coatings.     

A new flow-through bioassay for testing low-emission antifouling coatings

Current antifouling (AF) technologies are based on the continuous release of biocides into the water, and consequently discharge into the environment. Major efforts to develop more environmentally friendly coatings require efficient testing in laboratory assays, followed by field studies. Barnacles are important fouling organisms worldwide, increasing hydrodynamic drag on ships and damaging coatings on underwater surfaces, and thus are extensively used as models in AF research, mostly in static, laboratory-based systems. Reliable flow-through test assays for the screening of biocide-containing AF paints, however, are rare. Herein, a flow-through bioassay was developed to screen for diverse low-release biocide paints, and to evaluate their effects on pre- and post-settlement traits in barnacles. The assay distinguishes between the effects from direct surface contact and bulk-water effects, which are crucial when developing low-emission AF coatings. This flow-through bioassay adds a new tool for rapid laboratory-based first-stage screening of candidate compounds and novel AF formulations.     

Effects of coating roughness and biofouling on ship resistance and powering

Abstract

Predictions of full-scale ship resistance and powering are made for antifouling coating systems with a range of roughness and fouling conditions. The estimates are based on results from laboratory-scale drag measurements and boundary layer similarity law analysis. In the present work, predictions are made for a mid-sized naval surface combatant at cruising speed and near maximum speed. The results indicate that slime films can lead to significant increases in resistance and powering, and heavy calcareous fouling results in powering penalties up to 86% at cruising speed. The present estimates show good agreement with results from full-scale ship power trials.     

Frictional drag measurements of large-scale plates in an enhanced plane channel flowcell

Abstract

This paper describes the design of an enhanced, plane channel, flowcell and its use for testing large-scale coated plates (0.6?m × 0.22?m) in fully developed flow, over a wide range of Reynolds numbers, with low uncertainty. Two identical, hydraulically smooth plates were experimentally tested. Uniform biofilms were grown on clean surfaces to test skin friction changes resulting from different biofilm thickness and densities. A velocity survey of the flowcell measurement section, using laser Doppler anemometry, showed a consistent velocity profile and low turbulence intensity in the central flow channel. The skin friction coefficient was experimentally determined using a pressure drop method. Results correlate closely to previously published regression data, particularly at higher speeds. Repeated measurements indicated very low uncertainty. This study demonstrates this flowcell’s applicability for representing consistent frictional drag of ship hull surfaces, enabling comparability of hydrodynamic drag caused by surface roughness to the reference surface measurements.     

Diatom community structure on commercially available ship hull coatings

Diatoms are primary colonizers of both antifouling and fouling-release ship hull coatings. There are few published studies which report on diatom community development on modern ship hull coatings. This study reports diatom communities on eight commercial marine ship hull coatings exposed at three static immersion sites along the east coast of Florida, viz. Daytona, Sebastian, and Miami. The coatings tested were three ablative copper systems (Ameron ABC-3, International BRA-640, and Hempel Olympic 76600), two copper-free biocidal systems (E-Paint SN-1, Sherwin Williams HMF), and three fouling-release (FR) systems (International Intersleek 700, International Intersleek 900, and Hempel Hempasil). One hundred and twenty-seven species comprising 44 genera were identified, including some of the more commonly known foulers, viz. Achnanthes, Amphora, Cocconeis, Entomoneis, Licmophora, Melosira, Navicula, Nitzschia, Synedra, and Toxarium. A significant difference was seen among sites, with the more estuarine site, Sebastian, having lower overall diatom abundance and higher diversity than Daytona and Miami. Copper coatings were primarily fouled by Amphora delicatissima and Entomoneis pseudoduplex. Copper-free coatings were fouled by Cyclophora tenuis, A. delicatissima, Achnanthes manifera, and Amphora bigibba. FR surfaces were typified by C. tenuis, and several species of Amphora. The presence of C. tenuis is new to the biofouling literature, but as new coatings are developed, this diatom may be one of many that prove to be problematic for static immersion. Results show coatings can be significantly influenced by geographical area, highlighting the need to test ship hull coatings in locations similar to where they will be utilized.     

Drag force and surface roughness measurements on freshwater biofouled surfaces

The detrimental effect of biofilms on skin friction for near wall flows is well known. The diatom genera Gomphonema and Tabellaria dominated the biofilm mat in the freshwater open channels of the Tarraleah Hydropower Scheme in Tasmania, Australia. A multi-faceted approach was adopted to investigate the drag penalty for biofouled 1.0 m × 0.6 m test plates which incorporated species identification, drag measurement in a recirculating water tunnel and surface characterisation using close-range photogrammetry. Increases in total drag coefficient of up to 99% were measured over clean surface values for biofouled test plates incubated under flow conditions in a hydropower canal. The effective roughness of the biofouled surfaces was found to be larger than the physical roughness; the additional energy dissipation was caused in part by the vibration of the biofilms in three-dimensions under flow conditions. The data indicate that there was a roughly linear relationship between the maximum peak-to-valley height of a biofilm and the total drag coefficient.     

Impact of diatomaceous biofilms on the frictional drag of fouling-release coatings

Skin-friction results are presented for fouling-release (FR) hull coatings in the unexposed, clean condition and after dynamic exposure to diatomaceous biofilms for 3 and 6 months. The experiments were conducted in a fully developed turbulent channel flow facility spanning a wide Reynolds number range. The results show that the clean FR coatings tested were hydraulically smooth over much of the Reynolds number range. Biofilms, however, resulted in an increase in skin-friction of up to 70%. The roughness functions for the biofilm-covered surfaces did not display universal behavior, but instead varied with the percentage coverage by the biofilm. The effect of the biofilm was observed to scale with its mean thickness and the square root of the percentage coverage. A new effective roughness length scale (k_eff) for biofilms based on these parameters is proposed. Boundary layer similarity-law scaling is used to predict the impact of these biofilms on the required shaft power for a mid-sized naval surface combatant at cruising speed. The increase in power is estimated to be between 1.5% and 10.1% depending on the biofilm thickness and percentage coverage.     

Thermoplastic,rubber-like marine antifouling coatings with micro-structures via mechanical embossing

Abstract

New processing routes and materials for non-biocidal, antifouling (AF) coatings with an improved performance are currently much sought after for a range of marine applications. Here, the processing, physical properties and marine AF performance of a fluorinated coating based on a thermoplastic (non-crosslinked) fluorinated polymer are reported. It was found that the addition of lubricating oil and hydrodynamic drag reducing microstructures improved the AF properties substantially, i.e. the settlement of a marine biofilm, containing mixed microalgae including diatoms, was reduced to low levels. More importantly, the remaining fouling was removed from the coatings at low hydrodynamic shear rates and promising AF properties were obtained. Moreover, additional potential benefits were revealed originating from the thermoplastic nature of the coating material which might result in significant cost reductions.     

An assessment of the ship drag penalty arising from light calcareous tubeworm fouling

A test coupon coated with light calcareous tubeworm fouling was scanned, scaled and reproduced for wind-tunnel testing to determine the equivalent sand grain roughness k_s. It was found that this surface had a k_s = 0.325 mm, substantially less than the previously reported values for light calcareous fouling. This result was used to predict the drag on a fouled full scale ship. To achieve this, a modified method for predicting the total drag of a spatially developing turbulent boundary layer (TBL), such as that on the hull of a ship, is presented. The method numerically integrates the skin friction over the length of the boundary layer, assuming an analytical form for the mean velocity profile of the TBL. The velocity profile contains the roughness (fouling) information, such that the prediction requires only an input of k_s, the free-stream velocity (ship speed), the kinematic viscosity and the length of the boundary layer (the hull length). Using the equivalent sandgrain roughness height determined from experiments, a FFG-7 Oliver Perry class frigate is predicted to experience a 23% increase in total resistance at cruise, if its hull is coated in light calcareous tubeworm fouling. A similarly fouled very large crude carrier would experience a 34% increase in total resistance at cruise.     

Towards an absolute scale for adhesion strength of ship hull microfouling

In-water ships’ hull cleaning enables significant fuel savings through removal of marine fouling from surfaces. However, cleaning may also shorten the lifetime of hull coatings, with a subsequent increase in the colonization and growth rate of fouling organisms. Deleterious effects of cleaning would be minimized by matching cleaning forces to the adhesion strength of the early stages of fouling, or microfouling. Calibrated waterjets are routinely used to compare different coatings in terms of the adhesion strength of microfouling. However, an absolute scale is lacking for translating such results into cleaning forces, which are of interest for the design and operation of hull cleaning devices. This paper discusses how such forces can be determined using computational fluid dynamics. Semi-empirical formulae are derived for forces under immersed waterjets, where the normal and tangential components of wall forces are given as functions of different flow parameters. Nozzle translation speed is identified as a parameter for future research, as this may affect cleaning efficacy.     

Ship hull in-water cleaning and its effects on fouling-control coatings

Abstract

Today, ship hull fouling is managed through fouling-control coatings, complemented with in-water cleaning. During cleaning, coating damage and wear must be avoided, for maximum coating lifetime and reduced antifoulant release. When possible, cleaning should target early stages of fouling, using minimal forces. However, such forces, and their effects on coatings, have not yet been fully quantified. In this one-year study, minimal cleaning forces were determined using a newly-designed immersed waterjet. The results show that bi-monthly/monthly cleaning, with maximum wall shear stress up to ～1.3?kPa and jet stagnation pressure ～0.17?MPa, did not appear to cause damage or wear on either the biocidal antifouling (AF) or the biocide-free foul-release (FR) coatings. The AF coating required bi-monthly cleanings to keep fouling to incipient slime (time-averaged results), while the FR coating had a similar fouling level even without cleaning. The reported forces may be used in matching cleaning parameters to the adhesion strength of the early stages of fouling.     

Economic impact of biofouling on a naval surface ship

In the present study, the overall economic impact of hull fouling on a mid-sized naval surface ship (Arleigh Burke-class destroyer DDG-51) has been analyzed. A range of costs associated with hull fouling was examined, including expenditures for fuel, hull coatings, hull coating application and removal, and hull cleaning. The results indicate that the primary cost associated with fouling is due to increased fuel consumption attributable to increased frictional drag. The costs related to hull cleaning and painting are much lower than the fuel costs. The overall cost associated with hull fouling for the Navy's present coating, cleaning, and fouling level is estimated to be $56M per year for the entire DDG-51 class or $1B over 15 years. The results of this study provide guidance as to the amount of money that can be reasonably spent for research, development, acquisition, and implementation of new technologies or management strategies to combat hull fouling.     

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.     

Combinatorial materials research applied to the development of new surface coatings IX: An investigation of novel antifouling/fouling-release coatings containing quaternary ammonium salt groups

Polysiloxane coatings containing chemically-bound (“tethered”) quaternary ammonium salt (QAS) moieties were investigated for potential application as environmental-friendly coatings to control marine biofouling. A combinatorial/high-throughput approach was applied to the investigation to enable multiple variables to be probed simultaneously and efficiently. The variables investigated for the moisture-curable coatings included QAS composition, ie alkyl chain length, and concentration as well as silanol-terminated polysiloxane molecular weight. A total of 75 compositionally unique coatings were prepared and characterized using surface characterization techniques and biological assays. Biological assays were based on two different marine microorganisms, a bacterium, Cellulophaga lytica and a diatom, Navicula incerta, as well as a macrofouling alga, Ulva. The results of the study showed that all three variables influenced coating surface properties as well as antifouling (AF) and fouling-release (FR) characteristics. The incorporation of QAS moieties into a polysiloxane matrix generally resulted in an increase in coating surface hydrophobicity. Characterization of coating surface morphology revealed a heterogeneous, two-phase morphology for many of the coatings investigated. A correlation was found between water contact angle and coating surface roughness, with the contact angle increasing with increasing surface roughness. Coatings based on the QAS moiety containing the longest alkyl chain (18 carbons) displayed the highest micro-roughness and, thus, the most hydrophobic surfaces. With regard to AF and FR properties, coatings based on the 18 carbon QAS moieties were very effective at inhibiting C. lytica biofilm formation and enabling easy removal of Ulva sporelings (young plants) while coatings based on the 14 carbon QAS moities were very effective at inhibiting biofilm growth of N. incerta.