The Jotun A FPSO, a 92,000 DWT FPSO capable of producing 70,000 bpd, began producing in 1999 on the Jotun field (Norway). As part of Vår Energi’s investment in increased oil recovery from the Balder field in the North Sea an upgrade of the Jotun FPSO is required. The Balder Future project will extend the life of the field (PL 001) by 2045, giving Norway’s oldest license a lifetime of 80 years. Boskalis performed the engineering and prepared the method statements for the lift off activities from the Jotun A FPSO its turret, gantries and turntable.Due to the outreach, height and capability one of the few sheerlegs capable to execute same is the Taklift 4. The lifting was executed in Stavanger (Norway) by the Taklift 4 with 30 meters fly-jib assisted by AHT Sapphire, both Boskalis own equipment, and under guidance of a Boskalis Heavy Lift Supervisor. The upgrade was contracted under the coordination of Rosenberg Worley in Stavanger. The upgrade includes an overhaul of the turret, pipes, process equipment, hulls, marine systems, living quarters, control and security systems. The FPSO is scheduled to be re-installed between the Balder FPSO and the Ringhorne platform during summer 2022.
L10 -C -D & -G Decommissioning
Neptune Energy Netherlands B.V. (Neptune) has awarded Boskalis the contract for the removal, transport and load-in of three platforms. These platforms are located in the Dutch North Sea, approximately 90 km west of Terschelling. The platforms are situated in the L10 field and are named L10-C, L10-D and L10-G. Water depth at the various locations is approximately 26 m. The topsides weighed around 500 tons and the jackets approximately 600 tons. Contractor scope of work is the removal, transport to the dismantling site at Flushing and subsequently offloading to the quayside of three offshore platforms. During the project execution the world faced the COVID-19 pandemic. With combat plans in hand the project was safely executed safeguarding the health of the complete crew.
Ineos IRM 2018
Boskalis Subsea Services was contracted by INEOS E&P A/S for the 2018 Inspection, Repair and Maintenance (IRM) campaign, involving the preparation and execution of 20-off scopes on various assets. Boskalis Subsea Services mobilized their newly added Diving Support Vessel (DSV) BOKA Atlantis for the campaign and provided Saturation (SAT) Diving and Remote Operated Vehicle (ROV) services throughout the campaign. The team on board, ensuring the successful execution of the campaign, consisted amongst others of an Offshore Construction Manager, Dive Superintendent, 3-man Project Engineering Team, Data Administration, a 5-man Inspection Team, Medic, SAT Dive Supervisors, Dive Technicians, 12-man SAT Diver Team, Standby SAT & Air Divers, 6-man Life Support Team, 6-man ROV Team, various Subcontractor Teams. This also included a Safety Officer, who was on board throughout the campaign. No lost time injuries were experienced during the campaign.
Tanjung Emas is the seaport of Semarang, Central Java, and is used for cargo and passenger traffic. The port is managed and operated by state-owned company PT. Pelabuhan Indonesia III. The development of the port of Semarang is aimed at strengthening the loading and unloading capabilities of the port, as well as to support the economy of the Central Java province, which has seen continued growth since 2012. The port is set to become one of the 24 feeder ports for the planned Sea Toll Road, an initiative by the Indonesian government to enhance domestic maritime connectivity between the western and eastern parts of the Indonesia archipelago. Deepening of the port and the removal of underwater caissons form part of the development works. The WIKA-Boskalis KSO (consortium) was awarded the contract for design and build of Kalibaru Terminal Phase 1 at the port of Tanjung Emas in July 2018. PROJECT SPECIFICATION Under the WIKA-Boskalis KSO, WIKA was responsible for the design and construction activities for the reclamation of the new Kalibaru Terminal Phase 1. The dredging works at the turning basin of Tanjung Emas were executed by PT. Boskalis International Indonesia. The first stage of the works consisted of capital dredging of some 2.4 million cubic meters, a stability study of existing structures and monitoring thereof during the execution of the works and the removal of nearly 950 cubic meters of underwater caissons. During the second stage of the works, regular monitoring surveys were carried out to assess the rate of siltation and a final maintenance dredging campaign was executed. By April 2019 the capital dredging works and caisson removal were completed. After a maintenance period of one year, the final maintenance dredging campaign was concluded in May 2020. SAFETY, HEALTH AND ENVIRONMENT Boskalis’ No Injuries, No Accidents (NINA) behavioral based safety program was adopted for the whole project. Challenges were presented in the form of a local workforce with little focus on safety and not used to wearing personal protective equipment. Extensive project inductions, continuous followup through toolboxes, on-the-job trainings and relentless attention for SHE-related matters made it possible to execute the project in nearly 280,000 safe working hours without lost time injuries. The maintenance dredging works were performed in the midst of the worldwide Covid-19 pandemic. Special care was taken to ensure health and safety of all involved, whilst still finalizing the works in time. CAPITAL AND MAINTENANCE DREDGING WORKS The aim of the capital dredging works was to deepen the port to a depth varying between seven to twelve meters below lowest astronomical tide for the various areas. A total volume of 2.4 million cubic meters was dredged in a period of some five months by the trailing suction hopper dredger (TSHD) Gateway and two grab dredgers. Dredged material was transported to and discharged at the designated offshore disposal area by the TSHD and split hopper barges. The contract stipulated a maintenance dredging campaign, one year after completion of the capital dredging works. The maintenance dredging works have been executed by the TSHD Oranje and one grab dredger for the shallow areas. STABILITY STUDY AND MONITORING OF EXISTING STRUCTURES Prior to the commencement of the capital dredging works, a stability study of the existing structures, such as quay walls and jetties, was undertaken in cooperation with a local consultant. The study consisted amongst others of cone penetration tests, sub-bottom profiler surveys and a review of the various construction drawings from the past. During the capital dredging works, the deformation of relevant existing structures was monitored by means of a robotic total station and by inclinometers. All measured deformations remained within the predefined limits. CAISSON REMOVAL Due to land subsidence in Semarang and surrounding areas, an old and disused wharf in the port of Tanjung Emas had submerged below the water surface over the years. Earlier attempts by the client to remove the caissons which formed the perimeter of the wharf were unsuccessful. With the use of a heavy duty chisel deployed from a grab dredger, the caisson structures were broken into smaller sections, which were subsequently dredged by the grab dredger. Nearly five hundred meters of caissons were removed successfully. LOCAL CONTENT With the UN’s Sustainable Development Goals and our commitment to local capacity building highly valued, the works were executed by a nearly completely Indonesian team, in close collaboration with a local consultant. An Indonesian subcontractor was contracted to undertake the grab dredging and caisson removal scopes. The local stakeholders were very much aligned with this way of working and no grievances of local fishermen and communities were voiced. SUCCESSFUL COMPLETION Both the client and other stakeholders in the port were fully satisfied with the high efficiency performance achieved, resulting in the project being completed safely, within budget and on time.
Outer harbor channel widening, Adelaide.
The Port of Adelaide is the primary port in South Australia, located at Outer Harbor. The port is operated by Flinders Ports Pty Ltd (Flinders Ports) and handles both container and cruise vessels, contributing significantly to the State’s economic activity. Flinders Ports identified the need for an upgrade of the existing infrastructure driven by the emergence of Post Panamax class vessels. To meet this growth the existing channel had to be widened to accommodate vessels with a maximum width of 49 m without operational restrictions. Flinders Ports contracted Boskalis to execute the dredging works. SCOPE Dredging works included the widening of the existing access channel by 40 m to a total width of 170 m and the swing basin from 505 to 560 m and to a depth of -14.2 m LAT. The dredged material was transported to a designated dredge material placement area, located approximately 30 km offshore in the Gulf of St. Vincent. Dredging works were undertaken by the TSHD Gateway and the BHD Magnor assisted by a plough vessel and barges. A total volume of 1.5 million m3 nett was dredged in approximately 3 months. EARLY CONTRACTOR INVOLVEMENT Boskalis was appointed as preferred contractor in October 2018 and assisted from this moment in time in obtaining the Dredge Licence together with Flinders Ports, engineering consultant Arup and environmental consultant BMT. The dredge licence was granted by the Environmental Protection Agency of South Australia (EPA) on the 12th of March 2019. Environmental management plans were written in close collaboration between all parties, ensuring commencement of dredging works in time. ENVIRONMENT Environmental protection was of utmost importance for the executing of the project. Seagrass meadows are present adjacent the access channel for which stringent turbidity limits applied and seagrass surveys were undertaken prior and post dredging works. The project was partly located in the Adelaide Dolphin Sanctuary, hosting several resident and transient dolphin species, for which marine mammal monitoring was undertaken by the dredge crew. Prior to the works, razorfish present at the seabed in the channel had to be removed to prevent the potential spread of the Pacific Oyster Mortality Syndrome to South Australia’s important oyster farming industry. Finally, the overseas and interstate dredge vessels obtained a thorough cleaning prior to arrival in South Australia to adhere to Australia’s biofouling guidelines in order to prevent the importation of invasive marine species. STAKEHOLDERS Stakeholder management was key to the project’s success. Flinders Ports conducted a large community engagement campaign, which resulted in no complains during the works. During the works, continuous engagement between the EPA, Boskalis and Flinders Ports occurred to remain informed. ADAPTIVE MANAGEMENT During the works, dredge activities had to be managed to remain within the set turbidity thresholds. This was done through The Adaptive Management System in close cooperation with the client and the Environmental Protection Agency. Real-time turbidity monitoring data and knowledge on the operations and the environment ensured effective measures could be taken. During the works however, four events occurred where the upper threshold was exceeded, exuberated by severe weather. The EPA acknowledged that poor weather conditions contributed to the high turbidity levels on occasion and allowed the dredge operation to continue without harming the environment. TEAM-WORK The spirit of cooperation and the open communication within in the project team, as well with the Client and relevant stakeholders was excellent. It's also worth mentioning that almost half the project team consisted of female colleagues working on board of dredgers, on hydrographic surveys, environmental issues, planning, logistics and the secretarial side. SAFETY To prevent incidents during mooring and unmooring, the BHD Magnor is equipped with a mooring actuator. The mooring actuator was developed to eliminate personnel risks and to optimize the dredging process. The system is a remotely constant tensioning mooring system, which eliminates the need to manually handle the mooring lines for the barges coming along side to be loaded.However no firm requirement, but as a result of increasing awareness for pollution, biodegradable hydraulic oil was used in all the hydraulic systems on the project. HR All vessels on the project were operated by a mix of expatriate professionals and Australian seafarers. Personnel was given project specific training to assure the best outcome for the project: Mammal observation training Heritage training Environmental compliance training Project and visitor inductions
Çanakkale 1915 bridge
The 1915 Çanakkale Bridge, also known as the Çanakkale Strait Bridge, is a proposed suspension bridge being constructed in the Çanakkale area in Turkey. Situated just south of the towns of Lapseki in Asia and Sütlüce Village in Europe. The bridge will span the Dardanelles strait, about 10 km south of the Sea of Marmara. The bridge is the centerpiece of the 324 km long Kınalı-Balıkesir Motorway, which will connect the O-3 and O-7 motorways in East Thrace to the O-5 motorway in Anatolia. With a main span of 2,023 m, the bridge will become the longest suspension bridge in the world. The total length of the bridge will be 3,563 m and together the approach viaducts the length reaches 4,608 m. The total height of the bridge’s two towers will be 318 m tall. The deck of the bridge will be at 72.8 m hight and have a total width of 45.06 m and a maximum thickness of 3.5 m. The deck will carry six lanes (three in each direction) of motorway, together with two walkways on each side for maintenance. On January 26, 2017, a consortium SK Engineering & Construction Co., Daelim Industrial Co., Limak Insaat Sanayi ve Ticaret AS and Yapi Merkezi Insaat Sanayi ve Ticaret AS was appointed as contractor for the construction of the bridge. On March 18, 2017, the groundbreaking ceremony was held, marking the commencement of the construction works. Construction activities are underway and scheduled to be completed by March 2022. Boskalis Offshore Marine Services was contracted to execute a part of the lifting operations ,a float-over scope to install the tie-beam and deliver a part of the vessels for transport and installation of the foundation caissons.