DESCRIPTION IMPROVED PROCESS OF PREVENTING MARINE BIO-FOUL The present invention relates to the process of preventing the formation of marine bio-foul in a waterborne environment by the application of an eletronic pulse to the propulsors, rudders, plates, stationary objects, structures and in particular the underwater hull and appurtenances of ships above and below the surface of the water (herein referred to as the "Vessel"). Marine biofouling is typically considered to have four main stages. Surfaces immersed in a marine environment have been observed to rapidly accumulate dissolved organic matter which is regarded as the first stage of fouling. It sets the scene for later events. This second stage of fouling occurs when bacteria and single-cell diatoms settle on a surface, forming a microbial biofilm. This invention is particularly suited to preventing the undesirable growth of organisms on marine, military and commercial Vessels which may be subject to periods of operational use interspersed with periods of inactivity when the Vessel is moored in a marina, inlet, riverine system, bay or open water. The dielectric with its specially prepared surface coating and becomes a potential capacitive surface. The metal surface of the Vessel becomes the negative plate. If bacteria and single-cell diatoms make contact with the Vessel in an attempt to create a microbial biofilm as the first stage in marine biofouling, the capacitive coupling effectively repels the marine biota through the creation of the negatively charged surface. Bacteria, single-cell diatoms, barnacles and tubeworms along with calcareous bivalves organisms such as mussels or oysters, or hydroids with calcareous cellular structure such as coral or anemones associated with composite fouling are disinclined to settle on the metal surface. This invention is a solution to the problem of marine bio-foul which historically has been treated by numerous methods, each with varying degrees of effectiveness, to prevent the accumulation of dissolved organic matter and molecules on artificial structures immersed in seawater such as ships' hulls, seaside piers and coast defences. Traditionally drydocking was most effective treatment of Vessels. As the Vessels became more complex and larger the impact of marine bio-fouling led to the development of anti-fouling paints using arsenics, tin and lead compounds (heavy metals). Patent Application detail for ccEPU Page Document version 1.0 Private and Confidential - Not for Publication Document release date 01 Nov 2011 In a response to the continued use of heavy metals in anti-fouling applications (Paints) the International Maritime Organisation (IMO) banned the use of tributyltin or TBT an organic compound used in anti-fouling paint on ships. The ban started in 2003 and all TBT based paints were to be phased out by 2008. Some countries including Japan and New Zealand have already banned TBT paints. The trouble is at present 70% of the world's fleet use TBT based products and it has been increasingly difficult to find an effective replacement product. IMPROVED PROCESS OF PREVENTING MARINE BIO-FOUL The present invention relates to the process of preventing the formation of marine bio-foul in a waterborne environment by the application of an eletronic pulse delivered by a capacitive coupling to the propulsors, rudders, plates, stationary objects, structures and in particular the underwater hull and appurtenances of ships including those vessels above and below the surface of the water (herein referred to as the "Vessel"). The present invention is particularly related to processes of preventing the waterborne marine blo-foul from attaching itself to Vessels, typically Vessels in transit, Vessels within a marina, Vessels stationary, moored or docked. Marine biofouling is the undesirable growth of organisms on artificial structures immersed in seawater. The most visible and well-known forms of such fouling are the barnacles, limpets and seaweeds that adorn ships' hulls, seaside piers and coast defences. Such macrofoulers are, however, only part of the story: sticky, microbial biofilms get there first, and may make it easier for the larger species to gain a foothold. Marine biofouling can be considered to have four main stages. Whilst it now seems that some of these stages can overlap or occur in parallel, fouling starts from the moment a man made object is immersed in seawater. Whether metal, timber, stone or plastic, its surface rapidly accumulates dissolved organic matter and molecules such as polysaccharides, proteins and protein fragments. This conditioning process is regarded as the first stage of fouling: it begins within seconds, stabilises within hours, and sets the scene for later events. Bacteria and single-cell diatoms then sense the surface and sette on it, forming a microbial biofilm. This second stage of fouling involves the secretion of sticky muco-polysaccharides, sometimes in vast quantities, and the production of other chemicals with important effects; for example, causing biocorrosion of the surface. Diagrammatic layout of an effective process to prevent the undesirable growth of organisms on propulsors, rudders, plates, stationary objects, structures and in particular the underwater hull and appurtenances of ships including those Patent Application detail for CCEPU Page 2 Document version 1.0 Private and Confidential - Not for Publication Document release date 01 Nov 2011 vessels above and below the surface of the water. These processes are particularly suited to preventing the undesirable growth of organisms on marine, military and commercial Vessels which may be subject to periods of operational use interspersed with periods of inactivity when the Vessel is moored in a marina, inlet, riverine system, bay or open water. An electric current with a particular frequency, pulse and duration is impressed into the Vessel by treating the Vessel as the negative plate of a capcitator. Basically, a positive plate carrying a pulsed DC voltage via a dielectric material is placed adjacent to the metal surface of the Vessel. The positive plate and metal surface share a common ground. During each pulse a positive charge develops on the positive plate and a corresponding negative charge develops on the adjacent metal surface which acts a negative plate in capacitive coupling. As each pulse cycle ends the excess electrons on the negative plate repel away and create an impressed current in the metal surface of the Vessel. The dielectric with its specially prepared surface coating and becomes a potential capacitive surface. The metal surface of the Vessel is the negative plate. If bacteria and single-cell diatoms make contact with the Vessel in an attempt to create a microbial biofilm as the first stage in marine biofouling, the capacitive coupling effectively repels the marine biota through the creation of the negatively charged surface. What makes this process so effective is that no ionic path is required between the proposed bio-foul site (the metal surface of the Vessel) and the positive plate of the capacitor. Bacteria, single-cell diatoms, barnacles and tubeworms along with calcareous bivalves organisms such as mussels or oysters, or hydroids with calcareous cellular structure such as coral or anemones associated with composite fouling are disinclined to settle on the metal surface. A beneficial outcome of the application of the capacitive coupling is the reduction of biocorrosion of the metal surface. In response to the problem of marine bio-foul numerous methods have been devised to prevent the accumulation of dissolved organic matter and molecules such as polysaccharides, proteins and protein fragments on artificial structures immersed in seawater such as ships' hulls, seaside piers and coast defences. Initially this consisted of the applications of paint and regular Vessel cleaning. Biological fouling of the Vessel was traditionally removed mechanically with regularly scheduled drydockings to restore effectiveness of hull and the performance of the Vessel. As the Vessels became more complex and larger the impact of marine blo-fouling impacted Vessel systems/capacity including; but not limited to speed, fuel consumption and propulsion (e.g., propulsors, shafts) Patent Application detail for CCEPU Page 3 Document version 1.0 Private and Confidential - Not for Publication Document release date 01 Nov 2011 which led to the development of anti-fouling paints using arsenics, tin and lead compounds (heavy metals). In a response to the continued use of heavy metals in anti-fouling applications (Paints) the International Maritime Organisation banned the use of tributyltin or TBT an organic compound used in anti-fouling paint on ships. The ban started in 2003 and all TBT based paints were to be phased out by 2008. Residues of TBT have been found throughout the world particularly in shore sediments near shipping activity and it's known to effect sexual development in shell fish'. Some countries including Japan and New Zealand have already banned tributyltin paints. In Australia only vessels longer than 25 metres are allowed to use these paints in most states. The trouble is at present 7 0% of the world's fleet use TBT based products and it has been increasingly difficult to find an effective replacement product. Tests were conducted using a control and a test Vessel in a suitable marine environment to observe the growth of bio film and micro organisms on artificial structures immersed in seawater and to test our Products' success in eliminating or preventing the first stage of fouling (bio film), and reducing the incidence of later stage fouling (bio organisms and bio foul). This project was initiated to further develop the anti fouling prototype and provide efficient and environmentally friendly controls for marine biofouling. The project incorporated 2 metal buoys to positioned near the small rock island located off Kemp Beach approximately 100 meters southeast of Roslyn Bay refer inset map. Tasks, Timescale, Fieldwork, Staff and starting and finishing dates. November 2006 - Commenced project on or about November 2006 with the placement of two buoys near the small rock island located off Kemp Beach approximately 100 meters southeast of Roslyn Bay. One buoy designated as the control vessel while the second buoy contains a variety of test equipment including a small computer equipped with solar, wind and battery power source and RF (wireless) capacity, high resolution camera, electronic test equipment and was the focal point of the research. The bouys were inspected weekly, visiting site once a week, to inspect bouys, take photographs, upload images and data and inspect test equipment. Estimated time on site 1 hour (incls travel time). Adrian Davis of the Defence Research Agency and Phillip Willianson ofthe University of East Anglia, Patent Application detail for CCEPU Page 4 Documrent version 1.0 Private and Corfidential - Not for Publication Document release date 01 Nov 2011 The project concluded in November 2007 incorporating approximately 50 site visits. Experimental design To identify, observe and record the impact on marine micro organisms (bio film and bio organisms) using an electronic device designed to prevent the growth of micro organisms on artificial structures immersed in seawater. The project involved the use of two buoys in a controlled experiment. One buoy acted as the control and the second buoy was the subject of our research by observation and contained the critical test equipment. This buoy was located in proximity to the first. Research into the formation of marine micro organisms on metal and other materials required the presence of a rich marine environment but the absence of certain silts and other disturbances that may occur in estuaries and harbours. The research involved an electronic unit which ir controlled tests in a limited environment show no harm to living organisms such as snails, fish and plant life. Initial research indicated great potential for the product because it is not intrusive to the environment, does not use chemicals and is harmless to the marine ecology. During the test period no marine species were collected. All information was collected through observation and data recording from the buoy. The ability to access a marine environment for testing purposes was important to the validity of the research. There could not be too much disturbance or flow in the water and it must have a certain amount of nutrients present. Initial testing indicated that no species of marine life will be harmed during the project. We also had a unit under test with Queensland Transport - Marine and Harbours - Roslyn Bay and there is constant activity of fingerlings around the test site. The development of a Product that eliminates the toxicity of the chemical based anti foul currently used on boats in Australian and International waterways has great relevance to the management of the Great Barrier Reef Marine Park and management authorities responsible for the management of marinas and docks. For the management of the Great Barrier Reef Marine Park the elimination of T'BT toxics reduces the build up of toxicity in the marine food chain, and minimises the long term harm to the marine environment. Patent Application detail for CCEPU Page 5 Document version 1.0 Private and Confidential - Not for Publication Document release date 01 Nov 2011 Another benefit is that there will no longer be unwanted guests on the bottom of international ships. The application of this product will eliminate the translocation of marine micro organisms into the Great Barrier Reef Marine Park. Traditional Methods of Control Initially this consisted of the applications of paint and regular Vessel cleaning. Biological fouling of the Vessel was traditionally removed mechanically with regularly scheduled drydockings. As the Vessels became more complex and larger led to the development of anti fouling paints using arsenics, tin and lead compounds (heavy metals). In a response to the continued use of heavy metals in anti-fouling applications (Paints) the International Maritime Organisation (IMO) banned the use of tributyltin or TBT an organic compound used in anti-fouling paint on ships. The ban started in 2003 and all TBT based paints were to be phased out by 2008. Residues of TBT have been found throughout the world particularly in shore sediments near shipping activity. Biological fouling of the Vessel can be removed mechanically between regularly scheduled drydockings to restore effectiveness of intact antifouling paint systems and the performance of various Vessel systems/capacity including; but not limited to speed, fuel consumption and propulsion (e.g., propulsors, shafts). Regular Vessel cleaning prevents calcareous fouling from progressing to a point where fouling damages underlying anticorrosive paint coatings. Total Vessel performance and capability can be enhanced by waterborne cleaning and maintenance (in place of drydocking for cleaning). This practice increases Vessel availability and minimises associated costs. Removal of fouling while the Vessel is waterborne can restore most, if not all, of the post drydocking performance and economy of operation. Commercial experience has demonstrated that appreciable savings in energy are obtainable by preserving smooth underwater hull and propeller surfaces. Fuel savings of more than 15 percent have been realized as a result of hull cleaning and propeller polishing of fossil-fuelled ships. Trials conducted before and after cleaning nuclear-powered ships have demonstrated significant speed increases, or reductions in power necessary to attain a given speed, Progressive biological fouling causes increased energy consumption resulting from increased hull drag, diminished propeller performance, and clogged sea chests and associated piping. The service life of a properly applied non-ablative vinyl antifouling paint system, normally 2 years, can be extended to as much as 7 or more years when supported over its lifetime by regularly scheduled inspections and periodic Patent Application detail for CCEPU Page 6 Document version 1.0 Private and Confidential - Not for Publication Document release date 01 Nov 2011 cleanings as part of the hull cleaning program. The service life of a properly applied ablative antifouling paint system, normally 5 to 7 years, can be maintained and extended when supported over its lifetime by regularly scheduled inspections and periodic cleanings as part of the hull cleaning program. Marine fouling levels are high throughout the year with a pronounced increase in the warm season (spring-summer). A well maintained boat hull requires bottom paint, scheduled every 2-3 years and a monthly hull cleaning for boats with good bottom paint condition (biweekly for unpainted or poorly painted hulls).. These measures are fundamental for a healthy boat hull and its metal parts and for the best fuel economy Calcareous fouling accelerates paint system failure, thereby increasing the Vessel's susceptibility to corrosion. Progressive Fouling Patterns The biological fouling of Vessels is a recurring process following identifiable patterns of growth. Relatively few types of organisms are responsible for fouling and they tend to develop in the order listed below. The types of fouling are separated into soft, hard, and composite categories. Soft fouling typically algae, slime and grasses, have a minimum effect on the coating systems and the performance of the Vessel. Hard fouling is more tenacious having a calcareous structure which may become detrimental to the performance of the Vessel and its coating systems. Composite fouling includes both hard and soft fouling organisms and is extremely detrimental to the Vessel's performance and coating. Soft Fouling. The dominant organisms in this stage of fouling are slime and grass. Slime. Formation of slime is the first step in the fouling process. Almost any object immersed in seawater rapidly accumulates a coating of slime, consisting of bacteria, fungi, protozoa, and algae. Bacteria frequently are attached within one-half hour of wetting the surface, and slime can often be felt by hand within an hour. The coating of slime is smooth and generally follows hull contours. Grass and Other Soft Fouling. Grass is a form of multicellular green and brown algae. It forms most heavily near the water-line, where adequate light is available for photosynthesis. It is less evident as depth increases, and the dominant color changes from green to brown. Hard Fouling. The dominant forms of hard biofouling are barnacles (usually acorn) and tubeworms (serpulids). Some underwater components, such as the Patent Application detail for CCEPU Page 7 Document version 1.0 Private and Confidential - Not for Publication Document release date 01 Nov 2011 bare metal of a propulsor, can experience severe conditions where a combination of biofouling (hard and soft) and calcareous deposits can form. Barnacles. Acorn barnacles have conical hard shells with jagged tops. Tubeworms. Tubeworms form intertwined tubes lying along or projecting out from the Vessel. Calcareous Deposits. A result of an active cathodic protection system is the deposition of magnesium and calcium carbonate on bare metal surfaces. The bare nickel-aluminum-bronze-surfaces of a propulsor are highly susceptible to a uniform accumulation of calcareous deposit. The thickness will depend upon the time from the last cleaning and the functionality of the cathodic protection system and although usually more fragi e than biological hard-fouling, can still be tenacious and difficult to remove. Composite Fouling. In advance stages of fouling, mature barnacles and tubeworms may be present along with calcareous bivalves organisms such as mussels or oysters, or hydroids with calcareous cellular structure such as coral or anemones. In advanced stages of fouling, the vessel will be affected by slime, grass, barnacles, and tubeworms. In addition, this stage of fouling will include soft shell-less animal forms, such as hydroids, anemones, and tunicates (sea squirts). Fouling Rating (FR). The fouling rating scale below describes the 10 most frequently encountered fouling patterns in order of increasing severity. Fouling Rating (FR) Scale. A rating number has been assigned to each of the 10 fouling patterns on a scale of 0 to 100 in 10-point increments. The lowest number represents a clean hull and the higher numbers represent fouling organism populations of increasing variety and severity. Fouling Percentages. The fouling percentage quantifies the density of fouling which covers a particular component or area of the hull (i.e., rudder, strut, propeller, stern, port side bow, starboard mid ship, sea chest, etc.). Table 1 Fouling Ratings (FR) In order of increasing severity Type Fouling Description Rating (FR A Soft 0 A clean, foul-free surface; red and/or black AF paint or a bare metal surface Soft 10 Light shades of red and green (incipient slime). Bare metal and painted surfaces are visible beneath the fouling Soft 20 Slime as dark green patches with yellow or brown colored areas(advanced slime). Bare metal and Patent Application detail for CCEPU Page 8 Document version 0 Private and Confidential - Not for Publication Document release date 01 Nov 2011 painted surfaces may by obscured by the fouling Soft 30 Grass as filaments up to 3 inches (76 mm) in length, projections up to 1/4 inch (6.4 mm) in height; or a flat network of filaments, green, yellow, or brown in color; or soft non calcareous fouling such as sea cucumbers, sea grapes, or sea squirts projecting up to 1/4 inch (6.4 mm) in height. The fouling can not be easily wiped off by hand. Hard 40 Calcareous fouling in the form of tubeworms less --------- _ _____ __ Ithan 1/4 inch in diam eter or heig ht. ......... Hard .so Calcareous fouling in the form of barnacles less Hard- [than inch in diameter or height. Hard 60 Combination of tubeworms and barnacles, less than inch (6.4 mm) in diameter or height. Hard 70 Combination of tubeworms and barnacles, greater than % inch in diameter or height Hard 80 Tubeworms closely packed together and growing upright away from surface. Barnacles growing one on top of another, % inch or less in height. Calcareous shells appear clean or white in color. Hard 90 Dense growth of tubeworrns with barnacles, inch or greater in height; Calcareous shells brown in color (oysters and mussels); or with slime or grass ------------------ o v e rlay ._._._._........... Composite 100 All forms of fouling present, Soft and Hard, particularly soft sedentary animals without calcareous covering (tunicates) growing over various forms of hard growth Fouling Critical Surfaces General. In addition to generalized hull fouling, a vessel has a number of specific locations where fouling can be particularly harmful. Fouling on the propeller can account for as much as 50 percent of the increased energy demand associated with a light to moderately fouled hull. The critical locations and the types of fouling most likely to impair function are described in the following paragraphs. Propulsors. The dominant form of fouling on propulsors is hard fouling, such as barnacles and tubeworms. The presence of even immature barnacles or tubeworms causes a severe loss in propulsor efficiency. In addition, the presence of surface roughness can result in a loss in propulsor efficiency. Propulsor surface roughness is determined by use of a Vessel Propeller Roughness Gauge (Rubert Comparator Scale). Docking Block Bearing Surfaces. The unpainted surfaces that rested on the docking blocks during the most recent drydocking are more susceptible to fouling than the rest of the underwater body. Patent Application detail for CCEPU Page 9 Document version 1.0 Private and Confidential - Not for Publication Document release date 01 Nov 2011 These surfaces often can be identified by the sharp delineation of fouling at their boundaries. Fouling ratings of FR-70 or above are common over these bearing surfaces. Particular attention to hull plating condition is critical in these areas because of their greater susceptibility to corrosion. As time out of dry dock increases, the outline of the docking block bearing surfaces becomes less well defined because of the outward spread of fouling. The rate at which the fouling spreads outward also reflects the effectiveness of the antifouling paint. A vessel's cleaning schedule should be adhered to until drydocking for new paint application. Deferral or cancellation of a vessel's hull cleaning because of a scheduled upcoming drydocking often results in significant fuel penalties caused by dry-docking deferral. Underwater hull cleaning costs are quickly recouped by fuel savings, thereby justifying the decision to clean although a drydocking may be scheduled within 1 or 2 months. A vessel's intended employment schedule must be reviewed prior to deferring cleaning for a near time scheduled drydocking for painting to determine if the fuel savings benefit recognized by cleaning can recoup the cost of cleaning. Should the drydocking schedule remain firm, once in dry dock a clean hull will reduce time and consequently dollars for the docking package. Partial vs. Complete cleaning. To ensure the greatest payoff for limited cleaning efforts, when time or other resources are limited, the priorities for underwater cleaning are; a. Propellers b. Forward one-third of the hull c. After two-thirds of the hull. Tests indicate that energy usage penalties caused by fouling occur in the forgoing order. Vessel Performance Indicators. Observed performance changes that lower a vessel's ability to perform its mission or operate efficiently may be indications of the need for hull cleaning. When such deterioration occurs, conduct an underwater hull inspection to verify that fouling is the probable cause. Typical performance changes which may indicate a need for cleaning include the following: a. A reduction of one knot in speed with shaft revolutions per minute (r/min) set for standard speed b. An increase in excess of 5 percent in fuel required to maintain a specified shaft r/min (such as for standard speed), with propulsion and auxiliary machinery at optimum efficiency Patent Application detail for CCEPU Page 10 Document version 1,0 Private and Confidential - Not for Publication. Document release date 01 Nov 2011 c. An increase in shaft r/min in excess of 5 percent to maintain a given speed. There are other performance parameters that may indicate excessive fouling. For steam-propelled vessels, an increase in main turbine first stage shell pressure needed to maintain a given shaft r/min can generally be attributed largely to hull or propeller fouling assuming a constant main condenser vacuum and main steam supply pressure and temperature. For vessel equipped with main shaft torsion-meters, an increase in torque at a given shaft r/min may also indicate the need for cleaning. There are, however, other explanations for deterioration in any performance parameter and it is therefore imperative that an underwater hull inspection be conducted before initiating any cleaning. Patent Application detail for CCEPU Page 11 Document version 10 Private and Confidential - Not for Publication Document release date 01 Nov 2011 Additional Information 1. The process has varying degrees of effectiveness across the range of marine bio-foul and will in most cases prove effective in preventing the formation of the following forms of fouling: $ Soft Fouling. * Slime. The CCEPU is effective in reducing the formation of the slime coating, consisting of bacteria, fungi, protozoa, and algae. * Grass and Other Soft Fouling. Grass formation near the water-line is significantly reduced. * Hard Fouling. Hard biofouling including the formation of barnacles (usually acorn) and tubeworms (serpulids) on underwater components, such as the bare metal of a propulsor, are significantly reduced. Calcareous Deposits. Unlike an active cathodic protection system the CCEPU minimises the deposition of magnesium and calcium carbonate on bare metal surfaces such as the bare nickel-aluminum-bronze surfaces of a propulsor which are highly susceptible to a uniform accumulation of calcareous deposit. * Composite Fouling. The CCEPU significantly reduces the advance stages of fouling where mature barnacles and tubeworms may be present along with calcareous bivalves organisms such as mussels or oysters, or hydroids with calcareous cellular structure such as coral or anemones. 2. The process involves the application of capacitive coupling electrical pulse generation units (CCEPU) delivering direct current pulses: * within the range of 10-5 to about 105 volts * which have a current in the amperes range of 105 to about 10" * have a frequency in the range from 0 to about 10+ 7 hertz and 3. The process can be enhanced. through the variation of the number and size of the dielectric pads attached to each capacitive coupling electrical pulse generation units (CCEPU); 4. The process can be enhanced through the application of certain metal plates used in the dielectric pad; 5. The capacitive coupling electrical pulse generators (CCEPU) can be linked in series to form a synchronised pulse allowing the units to be scalable for any sized Vessel; 6. The pulses exhibit a stepped shape when viewed on an oscilloscope, 7. The process can be measured; 8. The capacitive coupling electrical pulse generators (CCEPU) can be powered using direct current or alternating current input in a range of voltages from 12volts (DC) to 240 volts (AC); 9. The capacitive coupling electrical pulse generators (CCEPU) will not create an electrical spark when the direct current pulse is applied through matched purpose built dielectric pads; 10.The process will not interfere with marine based electrical systems; 11.The process is environmentally friendly; 12.The process is not harmful to marine bio systems; and 13.The process will not harm human life.