Project highlights
Project overview
Tanjung Emas
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.
Borssele ALPHA/BETA
Royal Boskalis Westminster is a leading global marine contractor and services provider. With safety as our core value, we offer a wide variety of specialist activities to the oil & gas and renewa-bles sectors. These activities include marine instal-lation and decommissioning, seabed intervention, marine transport and services, subsea services and marine survey. In addition, Boskalis is a global dredging contractor, provides towage and terminal services across the globe and delivers marine salvage solutions. By understanding what drives our clients we are able to provide the solutions that enable them to meet their specific business goals. For this reason we are constantly looking for new ways to broaden and optimize our offering and are committed to expanding our proposition, supported by our financial strength. With our committed professionals in engineering, project management and operations, 800 special-ized vessels and an unprecedented breadth of activities in 90 countries across six continents we help our clients in the offshore industry push boundaries and create new horizons. LONG-TERM DRIVERS APPLICABLE TO THE PROJECT Generating renewable energy. Increasing energy consumption. PROJECT CONTEXT In the Agreement for Sustainable Growth from the Dutch government, it has been agreed that in 2023, 16 percent of the Dutch energy-supply needs to come from sustainable sources. To achieve this goal, the Netherlands need to generate more wind-energy, both on land and sea. INTRODUCTION The grid connection of the Borssele offshore wind area in the North Sea consists of two 700 MW connections, called Alpha (for Borssele I and II) and Beta (for Borssele III and IV). Boskalis Subsea Cables, in consortium with NKT, was awarded the contract for the supply and installation of 4 export cables and 1 intercon-nector cable. In order to execute the project in a safe and efficient manner, Boskalis has taken full advantage of the expertise and capabilities within the group. To allow the cables to be installed, shallow parts of the route are dredged and sand-waves are pre-sweeped. BSS-III For the project, cable burial up to 10 meters depth was required. To achieve this, a trench of 2 meters was dredged. Then the Boskalis inhouse designed burial sledge BSS-3 lowered the cable another 8.5 meter. The BSS-III is capable to bury the cables up to 8.5 m in sand and 6.5 m in hard clay. A world record for cable burial. Using the tool, Boskalis managed to limit the amount of dredging in the NATURA2000 area Westerschelde and therefore minimizing the impact on the unique environment of this nature protection area.
Shell Gumusut Kakap
Gumusut Kakap is a deepwater oil discovery in offshore Sabah, Malaysia where Sabah Shell Petroleum Company is the designated Operator. This development employs Malaysia’s first deepwater semi-submersible production system. The 44,000 t FPS is to be located about 200 km off the shore of Sabah (East Malaysia) in the South China Sea in water depth about 1,200 m. The project has allowed Shell to share deep-water expertise with Malaysian energy companies, assisting in the Malaysian government’s goal to create an offshore industry hub. The platform was built in Malaysia by Malaysian Marine and Heavy Engineering Sdn Bhd (MMHE). Boskalis was awarded a contract by MMHE for the provision of the Heavy Transport Vessel (HTV) for the load-out, float-off and tow-back package of the Project which includes the load-out of the Integrated FPS from MMHE fabrication Yard onto the HTV, Dry-transport to Desaru, Float-off, Tow-back and Re-delivery at MMHE fabrication yard. Boskalis was responsible for the load-out-, transport- and float-off engineering and execution of the Gumust Kakap FPS. This included the design of HTV grillages, skid beams and seafastening as well as the design, fabrication and delivery of a ground reaction type Buoyance Tank(BT). The scope also included the mobilization and readiness of HTV Blue Marlin, HTV ballasting during the skidded load-out operation and the provision of the marine spread required for the float-off operation and HTV and BT demobilization. HTV Blue Marlin arrived at the load-out yard end of March 2013. The fabrication yard started with the installation of the grillage required for the load-out of the FPS. The outfitting of the HTV main deck was completed mid-April. Since the draft of the FPS, once afloat, would be more than the maximum water depth over the HTV main deck, a draft reduction mechanism had to be designed. For this purpose Boskalis had designed and fabricated a Buoyance Tank (BT). This BT was designed to fit between the FPS bottom plating and the top of the HTV grillage. On the BT fabrication yard the BT was loaded onto a charted barge, transported to Pasir Gudang, where it was loaded-in for storage until the FPS was ready for the load-out. On April 16th 2013 the BT was load-out by SPMT’s onto the barge that would be used for positioning the BT between FPS bottom and HTV grillage. On May 3rd the FPS was skidded to just before the HTV (land-pull) to start the load-out the next day. As a result of the skidding system used, the tolerances were very small, which resulted in a slow skidding speed. The FPS was in its final position in the early morning of May 5th. Once in position the securing of the FPS started, the link beams were removed and the HTV de-ballasted to BT load-out conditions. On May 9th the barge with BT were moored against the HTV. The next day the load-out of the BT started and on May 11th the BT was in the correct position. HTV and BT were now prepared and tested for the dry-tow and the subsequent discharge operations. On May 14th the loaded HTV shifted from Pasir Gudang to the offload location near Desaru where it dropped anchor. Various preparatory work on the FPS and seafastening removal had to be done and on May 21st all was ready for the discharge of the FPS with the BT under it. The FPS and BT were towed off the HTV by 1 AHT and 4 inshore tugs. After this discharge the HTV de-ballasted and shifted back to the yard for main deck reinstatement. The FPS needed to be offloaded from the BT which started early morning of May 22nd by ballasting of the BT. The FPS was towed off the BT that same afternoon and re-delivered to client. The BT was de-ballasted and towed back to Pasir Gudang for reinstatement. To ensure that the FPS could achieve the required float-off draft, the BT, which is technically a ground reaction barge is required for the discharge operation. Boskalis was responsible for ensuring that the BT was designed, constructed and delivered to ensure the safe and successful execution of this complex discharge. The BT design was unique, having its own power, sophisticated ballast system, tank gauging system, ballast air compressors, hydraulics etc. which had to be thoroughly examined and dry tested before the operation. Also, ground reaction barge operations require flat hard seabed. Intensive research was carried out including bottom survey of several areas around the coast before suitable location with hard sand at required depths was found off Desaru area. The success of the project was due to the strong cooperation between all parties. The project had schedule challenges but the close working relationship between the project management teams of MMHE and Boskalis ensured that the project was still executed in a safe, operationally sound and timely manner.
Lyttelton port - Channel deepening
Lyttelton Port is the third largest deep-water port and the largest port on the South Island of New Zealand and provides a vital link to international trade routes and a key role in the global transport network. As a result of the Canterbury earthquakes in 2010 and 2011 the port sustained significant and widespread damage to infrastructure impacting service demands in relation to throughput, productivity and customer services. This was the driving force behind a large scale redevelopment program of Lyttelton Port of which a key part was creating a new deep-draught capable container terminal. Lyttelton Port Company Ltd (LPC) contracted Boskalis to execute the dredging works for Stage 1 of the Channel Deepening Project. The works included the widening, deepening and extension of the existing channel and swing basin. The channel was widened from 180 to 200 m, deepened and lengthened by approximately 2 m and 2.5 km respectively. Dredging works were undertaken by the TSHD Fairway assisted by a plough vessel for a period of approximately three months. The dredged material was disposed of at a designated disposal ground, located approximately 5 nautical miles offshore. A total volume of 5 million m3 nett was dredged which comprised mainly of a clayey silt material. Due to the high ecological and cultural value of the area, strict environmental requirements applied. Environment and adaptive management system Prior to Contract award Boskalis was involved in preparation works, working collaboratively with LPC and their experts to establish various environmental management plans required under the Consent. This ensured the management plans were protective of the environment, incorporated stakeholders concerns and could be executed in a practical manner by Boskalis. These plans included: turbidity, biosecurity and marine mammal management. The environmental monitoring program, implemented by LPC, was the largest ever undertaken in New Zealand and consisted of a baseline period of 12 months prior to commencement of dredging. During the works a system of 14 monitoring buoys measured turbidity continuously and were displayed in real-time on a web-based interface. Together with real-time met-ocean, current and wind measurements the monitoring system allowed a good understanding of the environmental system and facilitated adaptability of the dredge works if required. Through this process, turbidity levels remained below the threshold values during the works resulting in full compliance with the Resource Consent. Stakeholders Stakeholders played a large part in the project. Technical advisory groups were established consisting of scientific advisors, Iwi representatives, commercial fisheries and aquaculture representatives. These were involved in the design phase as well as during the delivery of the project. Boskalis attended meetings with these groups including attendance at the local marae (Iwi meeting ground) and the Fairway crew were formally welcomed by Te Hapū o Ngāti Wheke with a ceremony on board. Furthermore, the regulator Environment Canterbury was involved early on in the project and a good relationship was built throughout the project through open communication. During the project, several stakeholder groups visited the Fairway, helping in a better understanding of how the dredge operations were managed. Team-work During the works excellent team-work, open communication and a result driven team-spirit between the Fairway crew, the project team and LPC, ensured environmental thresholds were met through adaptive management and the project was completed successfully, on time and within budget. Safety As the Fairway had to work in close proximity to operational berths, regular SIMOPS (simultaneous operations) meetings were held with stakeholders to ensure safety during dredging operations. Successful completion The Lyttelton Channel Deepening Project represented New Zealands largest dredging project to date. In total 5 million m3 nett was dredged by Boskalis using TSHD Fairway in compliance with stringent environmental requirements through excellent team work and in the spirit of collaboration with LPC.