项目亮点
项目概述
jotun A.
Jotun A FPSO于1999年开始在挪威Jotun油田投产，该FPSO为92,000 DWT，产量为70,000桶/天。作为Vår Energi投资北海Balder油田提高采收率的一部分，Jotun FPSO需要升级。Balder Future项目将在2045年前延长该油田的使用寿命(PL 001)，使挪威最古老的许可证使用寿命达到80年。Boskalis进行了工程设计，并为Jotun A FPSO的炮塔、龙架和转台的发射活动准备了方法声明。188金宝博亚洲娱乐由于延伸，高度和能力，少数sheerlegs能够执行相同的是Taklift 4。在Stavanger(挪威)，由Taklift 4在AHT Sapphire (Boskalis自己的设备)的协助下，在Boskalis Heavy Lift Supervisor的指导下，使用30米的三角帆进行举升作业。升级是在斯塔万格的罗森博格·沃利协调下签订的合同。升级包括炮塔、管道、工艺设备、船体、船舶系统、生活区、控制和安全系统的大修。FPSO计划于2022年夏季重新安装在Balder FPSO和Ringhorne平台之间。
L10 -C -D & -G退役
Neptune Energy Netherlands B.V. (Neptune)与Boskalis签订合同，负责移除、运输和装载三个平台。这些平台位于荷兰北海，Terschelling以西约90公里处。平台位于L10油田，分别被命名为L10- c、L10- d和L10- g。不同地点的水深约为26米。上层甲板重约500吨，外套重约600吨。承包商的工作范围是拆除、运输到法拉盛的拆装现场，然后将三个海上平台卸载到码头。在项目执行期间，世界面临着COVID-19大流行。在作战计划在手的情况下，项目安全执行，保障了全体船员的健康。
Ineos Irm 2018.
Boskalis Subsea Services与INEOS E&P A/S签订了2018年检查、维修和维护(IRM)合同，包括对各种资产进行20项范围的准备和执行。Boskalis Subsea Services在整个活动中调动了他们新增加的潜水支持船(DSV) BOKA Atlantis，并提供饱和(SAT)潜水和远程操作工具(ROV)服务。船上的团队确保了活动的成功执行，包括海上施工经理、潜水主管、3人项目工程队、数据管理、5人检查队、医务人员、SAT潜水监督人员、潜水技师、12人SAT潜水员队、待命SAT和空中潜水员、6人生命支持队，6人ROV队，各种分包队。这还包括一名安全官员，他在整个运动期间都在船上。在竞选期间没有受伤的经历。
海岬复合
Tanjung Emas是Semarang，中爪哇省的海港，用于货物和客运。该港口由国有公司PT管理和运营。Pelabuhan印度尼西亚III。Semarang港的发展旨在加强港口的装载和卸载能力，以及支持中爪哇省中部的经济，从2012年开始持续增长。该港口被设定为成为其中一个24个饲养港口，适用于计划海费路，是印度尼西亚政府加强印度尼西亚群岛西部和东部地区之间的国内海上连接的倡议。加深港口和拆除水下沉箱的部分开发作品。Wika-Boskalis KSO（Consortium）于2018年7月颁发了丹戎港港的设计和建设的合同。Wika-Boskalis KSO下的项目规范，负责设计和施工活动188金宝博亚洲娱乐新的Kalibaru终端阶段的填海阶段1. Tanjung EMA的转动盆地的疏浚工程被PT执行。Boskalis国际印度尼西亚。作品的第一阶段由资本疏浚约为240万立方米，对现有结构的稳定性研究以及在工作期间监测以及去除近950立方米的水下沉船。 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.
外港通道扩大，阿德莱德。
阿德莱德港是南澳大利亚的主要港口，位于外港。该港口由Flinders Ports Pty Ltd（Flinders Ports）运营，并处理容器和巡航船，对国家的经济活动有重大贡献。Flinders端口确定了需要升级由PANAMAX类船舶的出现驱动的现有基础架构。为了满足这种增长，现有渠道必须加宽，以容纳最大宽度为49米的船舶，而不进行操作限制。Flinders Ports签约Boskalis执行疏浚作品。范围疏浚作品包括将现有通道扩展到40米到170米的总宽度，从505到560米到560米，深度为-14.2 m lat。疏浚物料被运输到指定的挖泥材料放置区，位于圣文森特湾约30公里的海上。TSHD网关和犁船和驳船辅助的BHD载体进行了疏浚作品。在大约3个月内，总体积为150万立方米。早期承包商参与Boskalis于2018年10月被任命为首选承包商，并协助这一刻及时，以便与弗林德斯港，工程顾问Arup和环境顾问BMT一起获得疏浚许可。 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
Canakkale 1915年桥
1915年的Çanakkale大桥，也被称为Çanakkale海峡大桥，是土耳其Çanakkale地区正在建设的一座拟建的悬索桥。位于亚洲Lapseki镇和欧洲Sütlüce村的南部。这座桥将横跨达达尼尔海峡，马尔马拉海以南约10公里。这座桥是324公里长的Kınalı-Balıkesir高速公路的核心部分，它将连接东色雷斯的O-3和O-7高速公路和安纳托利亚的O-5高速公路。主跨2023米，将成为世界上最长的悬索桥。大桥总长度为3563米，加上引路高架桥总长达到4608米。大桥的两座塔的总高度为318米。桥面高72.8米，总宽度45.06米，最大厚度3.5米。桥面将承载6条高速公路车道(每个方向3条)，两侧各有两条人行道用于维护。2017年1月26日，SK工程建设公司、大林工业公司、Limak Insaat Sanayi ve Ticaret AS和Yapi Merkezi Insaat Sanayi ve Ticaret AS被指定为桥梁建设承包商。 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.