There’s many reasons why proper ballast water treatment can’t take place on board a vessel in the traditional way. Damen Green Solutions recognized this very early, and developed the world’s first and only mobile, single-pass, ballast water management system: the InvaSave 300.

Applications

As contingency measure

You have unscheduled downtime or malfunction of your on-board system (D2 standard)

You have unscheduled downtime or malfunction of your on-board system (D2 standard)

With InvaSave technology, raw ballast water from the vessel can be treated during ballast water discharge, or used to supply certified ballast water to the vessel.

Treat ballast water during discharge

A vessel needing to discharge raw ballast water can do so by connecting to the intake connection of the InvaSave. The system processes the water received from the vessel and consequently discharges it into the surface waters.

Supply certified ballast water to the vessel.

Water generated by the InvaSave is certified to the IMO D-2 standard. If this water is subsequently loaded as ballast onboard vessels, it is considered ‘treated’ as would be the case if a certified on-board system had treated the same water. Upon arriving at your destination, discharging the ballast via your onboard treatment system is considered fully complying with the Ballast Water Convention. This is a useful feature if, for example, your on-board treatment system breaks down when taking in water in port as ballast water. Simply take on board InvaSave-treated water instead of raw seawater and fix your onboard treatment system on the way to your next destination. This way, you can avoid having to wait in port for your ballast water system to be fixed!

As solution for unmanned barges

Not possible to perform ballast water exchange (D1 Standard)

Not possible to perform ballast water exchange (D1 Standard)

Now that the D1 standard (i.e., the requirement to exchange ballast water on the high seas) has come into effect, unmanned barges generally find that ballast water management compliance is near impossible. With no legal and safe way to have personnel working on these barges while offshore (hence the term ‘unmanned’), ballast water exchange at designated locations is not possible.

The logical solution

In essence, exchanging ballast water (according to the D1 standard) means exchanging the potentially biologically contaminated water taken in from shallow waters close to shore with clean ‘deep ocean’ water.

By only using InvaSave 300 water certified to the future D2 standard to fill up the vessel’s ballast water tanks, the ‘exchange’ has effectively taken place. After all, this ‘D2 water’ is practically void of any aquatic organisms. With this in mind, the approach described is likely more biologically effective than actual deep-sea ballast water exchange, where the absence of naturally occurring organisms can never be guaranteed. It is recognized that this approach is not fully equivalent to the D2 standard. After all, sediments in the tanks cannot be guaranteed to be free from any organisms, and these are not addressed by pumping in D2 water. However, as an equivalent approach to the D1 standard, it matches or even exceeds the original D1 approach.

To manage ballast water at ship yards

Shipyards and repair yards handling ballast water

Shipyards and repair yards handling ballast water

Docking of a vessel and treatment of ballast water

To enter a ship dock on even keel, a vessel uses ballast water to achieve the correct trim. This means that after docking, the Ballast Tanks are still (partly) filled with ballast water. For larger vessels, the amount of ballast water left in the ballast tanks can be many thousands of tonnes. Often, these Ballast Tanks must be drained in the dock, to enable inspection of the Ballast Tanks by classification societies. This draining usually achieved by opening of the bottom plugs.

The ballast water inside the Ballast Tanks of a docked vessel will often (usually) not meet the D2 standard of the Ballast Water Management Convention. This is the case even for vessels with a BWTU installed since, by design, the ballast water has to pass the BWTU twice to be able to meet the D2 standard. These treatment steps are carried out during intake and discharge of ballast water. This means that the ballast water inside a Ballast Tank does not meet the D2 standard, since it has only ever been treated at intake.

After the ballast water management convention is enforced in its full extent, in many countries it will not be allowed to discharge ballast water in a dock without meeting the D2 standard. With the help of the InvaSave however, the ballast water discharged through the bottom plugs in the dry dock can be treated to meet the D2 standard and pumped directly into the surface waters.

Filling of the Ballast Tanks before undocking

To enable save undocking, a vessel must again be filled with ballast water to achieve the correct trim, once floated. When the ship is in (dry) dock no water is available to fill up the Ballast Tanks via the BWTU.

However, many suppliers prescribe that the Ballast Tanks must be cleaned and free of untreated ballast water to guarantee the functionality of the BWTU. Owing to the very strict nature of the D2-standard, a contamination of a ballast tank with untreated ballast water will often lead to the inability of a vessel to meet this D2 standard during future ballast water operations.

With the help of the InvaSave the ballast tanks can be filled up with pre-certified D2-ballast water before undocking, without the risk of contamination the Ballast Tanks. In this way, there is no pre-existing condition that would risk failure of the commissioning tests, and the installed BWTU is free to perform to its expected standard.

As solution for FPSO's

Operate floating platforms, FSU’s, FSRU’s, FPSO’s and others located in one area for many years

Operate floating platforms, FSU’s, FSRU’s, FPSO’s and others located in one area for many years

Floating platforms, FSUs, FSRU’s and FPSO’s may be exempted from certain requirements of the Convention. It is up to the relevant shelf authority to establish appropriate measures for these units (BWM.2/CIRC.52/Rev.1, 27 July 2017).

If a Ballast Water Management Certificate is not required by the shelf authorities, the requirements of the Convention become applicable only in the case of relocating the unit. To prevent the transport of invasive species to a new area.

Compliance with the Convention could be achieved by the following InvaSave-enabled solution.

Before the floating platform is relocated, the ballast tanks should be emptied via the InvaSave, which means meeting the D2 standard in a single step. After emptying the ballast tanks, they should be cleaned before filling the ballast tank with pre-certified InvaSave D2 ballast water. Using this strategy, ballast water may be freely exchanged (dumped) once the platform is at its destination. This action should be repeated each time a platform changes location.

As an alternative for older vessels

You like to delay the investment of installing a retrofit system, just to sail a few years more before scrapping the vessel

You like to delay the investment of installing a retrofit system, just to sail a few years more before scrapping the vessel

For some existing ships, the conventional method of installing ballast water management systems onboard will bring technical and cost challenges. Firstly, it is difficult for some ships to be converted due to their structure and age. For older ships, especially those close to be recycled, conversion will bring a huge cost burden. Secondly, there is a low utilization rate of shipboard ballast water management systems for ships that have long shipping routes with few port calls. For instance, the Brazilian flagged VLOC Vale Brasil of 400,000 deadweight tonnage can carry approximately 120,000 tonnes of ballast water each time. It has about five voyages and can transfer 600,000 tonnes of ballast water per year.

In terms of operation, port reception facilities for discharging ballast water can offer greater convenience. The daily maintenance of on board ballast water management systems entails a lot of time for ships due to the complex technology. Also, an officer has to be designated to ensure the implementation of ballast water management plan and to ensure that ballast water management and treatment procedures are followed and recorded, which burdens the ship's operation.

As an intermediate measure

Not possible to have the BWMS on board the vessel running on time

Not possible to have the BWMS on board the vessel running on time

After the IOPP renewal vessels have to meet the ballast water D2 standard. Otherwise the International Ballast Water Management Certificate will not be handed out to the vessel. What to do in case the delivery of the Ballast Water Management System for on board of the ship is delayed, or the Ballast Water Management System for on board is not yet running and the vessel needs to leave the yard?

Water generated by the InvaSave is certified to the IMO D-2 standard. If this water is subsequently loaded as ballast onboard vessels, it is considered ‘treated’ as would be the case if a certified on-board system had treated the same water. In this manner the vessel can continue operations, without the waiting days to get the ballast water system for on board of the ship up and running.

The InvaSave 300

Ballast water treatment easy, fast and reliable

Whether you are interested in using it for your own vessel(s), or in starting your own ballast water management service, the InvaSave has lots to offer. The InvaSave is designed to make ballast water treatment easy, fast and reliable. The unit is completely autonomous with a built-in generator and integrated hosereel, and comes in a CSC-certified standard-size shipping container, making it easily transportable by road and sea. The best part about it however, is that it does away with required holding times. This means that whatever ballast water passes through the unit, it comes out D-2 certified in a single pass, without delays of any kind! The InvaSave is the only ballast water treatment system currently on the market that’s IMO certified to operate this way.

BENEFITS

  • Can be placed on deck of barges/pontoons, enabling even unmanned vessels to comply with BWT regulations
  • Self-sufficient – independent of external power supply and pumping capacity
  • No holding times required, single-step treatment of all ballast water upon discharge
  • Better compliance monitoring for local authorities and port control
  • IMO-certified BWT independent of space-, pressure drop- and power reserves found on board vessels
  • Reliable solution for both ports and operators – designed for low maintenance
  • Suitable for salt, fresh and brackish water
  • No chemicals are deployed
  • Deals with extremely turbid waters: down to 20% UV-Transmissibility!
  • Use Damen’s InvaSave Service

     

    Whether your deballasting operations have been stopped by Port State Control or your vessel just can’t comply for whatever reason, we are here to help.

    Enables contingency measures in ports in case onboard BWT units fail

    FAQ

    Specification

    Dimensions container 45’ x 8’ x 9,6’ (LxWxH) High cube
    Treatment capacity
    10 – 300 m³/h
    Power consumption 70-140 kW
    Effectiveness Designed for waters with low UV transmission, fresh, brackish and sea water
    Ballast Water processing Fully automated and monitored
    Generator US/EPA Tier 3/EU Stage 3A 160 kWe
    Design pressure 10 bar
    Noise level Meets highest standards

    As a contingency measure, isn’t it allowed to treat (potentially raw) ballast water from incoming ships with a regular BWMS that’s installed in the harbour?

    Unfortunately not, for a number of different reasons:

  • The type approval certificate of a ballast water treatment (BWT) system describes how it can be used. Normally, for a conventional BWT system, the IMO type approval certificate specifies whether the ballast water is treated before it enters or after it leaves the ballast tank. In case a BWT system is used to treat only at discharge it should be written in the IMO type approval certificate that this is also tested.
    The InvaSave is certified and tested specifically for use at the point of discharge. This will also be written in the IMO type approval certificate.
  • A conventional on board (UV based) BWT system uses a filter during ballast water uptake. Filtration is the critical first step in organism removal. It clears larger organisms while simultaneously removing sediments in the water. The automatic backwash cleans this filter and is discharged overboard. This is permitted since the backwash discharge contains the same organisms as the surface water. In the case that this filter is used (only) at discharge, the backwash will contains different organisms since it is taken in from a different area. Therefore, it cannot be discharged to the surface water.
    In the InvaSave container a secondary filtration train is installed, to clean the filter backwash from organisms. Therefore it is permitted to discharge the filter backwash to the surface water with the InvaSave in the case that the ballast water is not from the same area.
  • A conventional on board (UV based) BWT system is certified according to a standard IMO protocol. This protocol includes the requirement that the ballast water is stored for 5 days (land based tests) in the ballast tanks to allow time for the organisms to respond to the UV treatment. After 5 days the ballast water from the tanks is sampled and the number of organisms are counted. If the numbers are within the limits of the IMO Ballast Water management Convention, a BWT system receives its IMO approval. In the situation that a conventional on board (UV based) BWT system is used only at discharge there is no delay effect for to allow the organisms to die in the tank and the discharged ballast water will probably not meet the IMO standard.
    The InvaSave will be IMO certified without the need for storage time of ballast water in the ballast tanks for the die-off of the organisms.
  • What does the IMO Ballast Water Management Convention (BWMC) mean for my company’s operations?

    The BWMC was finally ratified on September 8th, 2016. This means, that as of September 8th, 2017, the convention will come into effect in full force for all participating nations (please see the IMO website for an up-to-date list of participants). All vessels >400 GT must from this day onwards carry an approved Ballast Water Management Plan and a Ballast Water Record Book. Furthermore, you are required to perform ballast water exchange to the IMO ‘D-1’ standard and keep track in writing of such operations up until the date of your next IOPP-certificate renewal. After this date, you are required to perform ballast water treatment, rather than exchange, using a certified ballast water management system. The corresponding IMO standard for ballast water treatment is called the ‘D-2’ standard.

    Why is there a market for the InvaSave technology?

    There are many scenarios for which an external treatment process makes sense. Take for example ship owners that cannot justify the costs of retrofitting vessels due to their age. Perhaps your vessel usually operates in areas where the Ballast Water Convention is not enforced (yet) but would now by chance like to visit a country where management is required. Or perhaps your vessels operate exclusively between a small number of ports; making available port-based ballast water management services could save you the costs of retrofitting. Sometimes, external treatment is the only option. Think of failure of your onboard ballast water management equipment, which at the moment unfortunately is a headache occurring often and of course always at the wrong moments. What happens to barges that don’t even have their own ballast water pumps? Or ballast water from drydocks? There are many, many possible reasons why your vessel is unable to comply with the required ballast water management scheme. No matter what the reason, however, the InvaSave offers the solution!

    Why is the InvaSave unique?

    The InvaSave is the world’s first, and only, mobile and stand-alone ballast water treatment system certified to the applicable IMO D-2 standard. There are no required holding times or pre-treatment steps, nor are any noxious chemicals used. Whatever ballast water goes in comes out certified compliant to the IMO D-2 standard in a single pass. This makes it unique; all our competitor’s products are certified merely for on-board treatment and require treatment at intake and discharge.

    Can the InvaSave be used for retrofitting?

    It is not intended for retrofitting. But, if it makes sense, then yes it can be used in that way. The InvaSave has been tested in rough, real-life scenarios on-board ships to certify its rigidity and survivability under actual working conditions.

    Does the InvaSave treat all salinities and water qualities?

    Yes, it does. The InvaSave has been tested and certified to work with fresh, salt and brackish waters and down to extremely low UV-transmission (UVT) values of 20%.

    What is the power consumption?

    Power consumption is in the range of 70 to 140 kW, depending on throughput. The InvaSave can be delivered with a built-in generator set (making it truly stand-alone) or alternatively be hooked up to a shore power connection.

    Can the InvaSave also be used to supply treated ballast water?

    Yes, it can. Water generated by the InvaSave is certified to the IMO D-2 standard. If this water is subsequently loaded as ballast onboard vessels, it is considered ‘treated’ as would be the case if a certified on-board system had treated the same water. Upon arriving at your destination, discharging the ballast via your onboard treatment system is considered fully complying with the Ballast Water Convention. This is a useful feature if, for example, your on-board treatment system breaks down when taking in water in port as ballast water. Simply take on board InvaSave-treated water instead of raw seawater and fix your onboard treatment system on the way to your next destination. This way, you can avoid having to wait in port for your ballast water system to be fixed!

    Is the installation of an on-board ballast water treatment system economically viable for my vessel(s)?

    For vessels with few ballast water discharges per year and for older vessels, fitting an onboard unit may not be economically efficient. Against this background Damen has developed its unique InvaSave Mobile Ballast Water Discharge Technology, enabling port-based ballast water management for routine service and emergency measures. This new technology broadens significantly the range of total ballast water solutions for ballast water compliance that Damen offers to its customers. Damen is always happy to think about the most commercially interesting solutions for our partners and clients. Contact us if you have any doubts!

    What about ballast water treatment on barges?

    Barges oftentimes do not have a pump room or even space to fit a Ballast Water Management System. As such, they especially will be in potential, immediate, trouble as of the 8th of September 2017, the date on which the Convention will come into effect. After all, performing an offshore ballast water exchange (to the required IMO D-1 standard) without ballast pumps is an impossibility. The InvaSave can help. I can travel with the barge on deck or remain on dry land and take care of ballast water treatment when necessary.

    How to comply to the BWMC at a dock or scrapyard or when carrying out salvage operations?

    When a vessel is in dock, it can’t always use its own Ballast water treatment installation to discharge ballast water directly into the dock. Ballast water has to be drained from the dock yard and treated or collected as waste. The same has to happen when a vessel is being scrapped or salvaged. Here the self-sufficient InvaSave with its capacity to treat ballast water at discharge only is the answer to be in full compliance with the BWMC.

    Can I discharge my ballast water when I have a failure in my ballast water treatment system?

    No, ballast water cannot legally be discharged when a vessel has a failure in its ballast water treatment system.
    These vessels can safely discharge their ballast water through the Damen InvaSave. Operators in Ports can have InvaSave systems available in order to provide emergency assistance and the required redundancy for ship owners to stay compliant with the BWMC at any time and without incurring costly delays.

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