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.
阿德莱德港是南澳大利亚的主要港口，位于外港。该港口由弗林德斯港口有限公司(弗林德斯港口)经营，处理集装箱和游轮，对国家的经济活动作出了重大贡献。弗林德斯港口公司认为，由于后巴拿马级船舶的出现，需要对现有基础设施进行升级。为了满足这一增长，现有航道必须加宽，以容纳不受操作限制的最大宽度49米的船只。弗林德斯港口(Flinders Ports)与博斯卡利斯(Boskalis)签约，负责疏浚工程。范围挖泥工程包括扩阔现有出入渠40米至总宽170米，以及把回旋池由505米扩阔至560米，及扩阔至-14.2米。疏浚材料被运送到圣文森特湾离岸约30公里的指定疏浚材料放置区域。疏浚工程由TSHD Gateway和BHD Magnor在犁船和驳船的协助下进行。在大约3个月的时间里，挖泥总量为150万立方米净挖泥量。Boskalis于2018年10月被任命为优先承包商，并从此时起与Flinders Ports、工程顾问Arup和环境顾问BMT一起协助获得挖泥船许可证。 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
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.
Royal Boskalis Westminster是全球领先的海洋承包商和服务提供商。安全作为我们的核心价值，我们为石油和天然气和雷华 - 蓝色部门提供各种各样的专业活动。188金宝博亚洲娱乐这些活动包括188金宝博亚洲娱乐海洋安装和退役，海底干预，海运运输和服务，海底服务和海洋调查。此外，Boskalis还是全球疏浚承包商，在全球范围内提供拖船和终端服务，并提供海洋救助解决方案。通过了解驱动客户的驱动器，我们能够提供使能够满足其特定业务目标的解决方案。出于这个原因，我们不断寻找扩大和优化我们提供的新方法，并致力于扩大我们的财务实力支持的主张。通过我们在工程，项目管理和运营中的忠诚专业人士，800个特殊的船只以及六大洲的90个国家的前所未有的活动，我们帮助我们的客户在离岸行业推动边界并创造新的视野。188金宝博亚洲娱乐长期司机适用于项目产生可再生能源的项目。增加能耗。项目背景下的荷兰政府可持续增长协议，据一致意识到2023年，荷兰人能源供给的16％需要来自可持续来源。 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.
Gumusut Kakap是在马来西亚沙巴州近海发现的一个深水油田，沙巴州壳牌石油公司是该油田的指定运营商。该项目采用了马来西亚首个深水半潜式生产系统。这艘44000吨的FPS将位于南中国海沙巴州(马来西亚东部)海岸约200公里处，水深约1200米。该项目使壳牌得以与马来西亚能源公司分享深水技术，帮助马来西亚政府实现创建海上工业中心的目标。该平台由马来西亚海洋和重型工程公司(MMHE)在马来西亚建造。MMHE Boskalis被授予合同的条款的重型运输容器(HTV)加载,浮起和tow-back包的项目包括集成的加载FPS MMHE制造场地到HTV Dry-transport Desaru,浮起,tow-back和Re-delivery MMHE制造场地。Boskalis负责Gumust Kakap FPS的装载、运输和浮动工程和执行。这包括HTV格栅、滑梁和海上加固的设计，以及地面反力式浮力箱(BT)的设计、制造和交付。该范围还包括HTV Blue Marlin的动员和准备工作，在打滑装载作业期间的HTV压载，以及为浮式作业和HTV和BT复员提供所需的海上铺位。HTV Blue Marlin于2013年3月底抵达装货场。 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.
利特顿港是新西兰南岛第三大深水港和最大港口，是国际贸易航线的重要纽带，在全球运输网络中发挥着关键作用。由于2010年和2011年的坎特伯雷地震，港口基础设施遭受了严重和广泛的破坏，影响了与吞吐量、生产力和客户服务相关的服务需求。这是利特尔顿港大规模重建计划背后的驱动力，该计划的关键部分是创建一个新的深水集装箱码头。利特顿港口有限公司(LPC)与Boskalis签订合约，为海峡深化工程的第一阶段进行疏浚工程。工程包括对现有河道和摇摆盆地的拓宽、深化和延伸。河道由180米拓宽至200米，分别加深约2米和延长约2.5公里。疏浚工程由TSHD航道在一艘犁船的协助下进行，为期约三个月。挖掘出来的材料被丢弃在一个指定的处理地点，大约位于离岸5海里的地方。总共净挖泥量为500万立方米，主要由粘性淤泥物质组成。由于该地区具有较高的生态和文化价值，因此对环境要求严格。 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.