Number 148 | September 2017
POLLUTED HARBOUR MAKES A COMEBACK extracting three decades of toxic build-up
POLYMERS BOOST TREATMENT EFFORTS using aggregates to upgrade sediment quality
PORTS PREPARE FOR MEGA-VESSELS new software assesses required channel depth
INNOVATIONS INCREASE SAFETY AWARENESS award aims to highlight industry initiatives
ET Maritime Solutions for a Changing WorldTERRA AQUA TERRA ET
Editor AQUA Lauren Grieco Guidelines for Authors
Editorial Advisory Committee Terra et Aqua is a quarterly publication of the International Association of Dredging Companies, Robert de Bruin, Chair emphasising “maritime solutions for a changing world”. It covers the fields of civil, hydraulic René Kolman and mechanical engineering including the technical, economic and environmental aspects Heleen Schellinck of dredging. Developments in the state of the art of the industry and other topics from the Arno Schikker industry with actual news value will be highlighted. Vicky Cosemans • As Terra et Aqua is an English language journal, articles must be submitted in English. IADC Board of Directors • Contributions will be considered primarily from authors who represent the various disciplines F. A. Verhoeven, President of the dredging industry or professions, which are associated with dredging. A. Togo, Vice President • Students and young professionals are encouraged to submit articles based on their research. E. Verbraecken, Treasurer • Articles should be approximately 10-12 A4s (4000 to 6000 words). Photographs, graphics Th. Baartmans and illustrations are encouraged. High quality, original photographs are acceptable. Digital P. Catteau photographs should be of the highest resolution (300 dpi and at least 1 Mb, preferably M. Fordeyn more). N. Haworth • Articles should be original and should not have appeared in other magazines or publications. P. Verheul An exception is made for the proceedings of conferences which have a limited reading public. • In the case of articles that have previously appeared in conference proceedings, permission IADC Secretariat to reprint in Terra et Aqua will be requested by the editor. René Kolman, Secretary General Alexanderveld 84 • Authors are requested to provide in the “Introduction” an insight into the economic, 2585 DB The Hague social and/or environmental drivers behind the dredging project to the editor. • An emphasis is placed on articles which highlight innovative techniques and applications. Mailing address: • By submitting an article, authors grant the IADC permission to publish said article in both P.O. Box 80521 the printed and digital versions of Terra et Aqua without limitations and remuneration. 2508 GM The Hague • Authors are requested to provide extra material such as additional photos, links to reports The Netherlands from which articles have been excerpted or short videos. • In case the author does not agree, please inform IADC ([email protected]). T +31 (0)70 352 3334 • All articles will be reviewed by the Editorial Advisory Committee (EAC). Publication of an E [email protected] article is subject to approval by the EAC and no article will be published without approval I www.iadc-dredging.com of the EAC. I www.terra-et-aqua.com www.facebook.com/IADCDredging bit.ly/1Ue2SpH For more information or to subscribe free of charge, twitter.com/iadcdredging visit our website at www.terra-et-aqua.com.
Please address enquiries to the editor. E [email protected] Articles in Terra et Aqua do not necessarily reflect the opinion of the IADC Board or of individual members.
COVER An overview of an improved modelling methodology is validated with recent channel optimisation studies demonstrating its successful application for Australia’s Port of Brisbane on page 17. Photo Peter Budd Photography, courtesy of Port of Brisbane Contents 3
CONTENTS
EDITORIAL 4
RANDLE REEF SEDIMENT REMEDIATION: 5 CURRENT STATUS OF CONSTRUCTION AND NEXT STEPS R. SANTIAGO, R. JOYNER, E. HARTMAN, M. GRAHAM AND K. KIM
Randle Reef at Hamilton Harbour, an Area of Concern (AOC), is the largest site in Canada contaminated with Polycyclic Aromatic Hydrocarbons (PAHs). A collaboration of municipal and federal entities is working on remediation measures.
PROVEN BENEFITS OF POLYMER USE IN THE TREATMENT 10 OF SEDIMENTS IN DREDGING PROJECTS A. BOISSON AND F. COUTURIER
To show the success of polymer use in highly contaminated areas, two recent projects are presented: at Port-La-Forêt harbour in La Forêt-Fouesnant, France and at the Kishon River seven kilometres downstream from Haifa, Israel.
AN IMPROVED INTEGRATED APPROACH FOR OPTIMISING 17 SHIPPING CHANNEL CAPACITY FOR AUSTRALIAN PORTS S. MORTENSEN, B. JENSEN, A. HARKIN, M. TREE, T. WOMERSLEY AND R. NAVE
The continuing surge in vessel sizes is putting increased pressure on port authorities worldwide. Experts recount the implementation of innovative modelling for maintaining channel depths at the ports of Brisbane and Geelong, Australia.
13 NOMINATIONS IN THE RUNNING FOR IADC'S SAFETY AWARD 2017 25
Van der Meer Safety is the number one priority during dredging operations and IADC’s Safety Award Modern design of berm breakwaters began about thirty years ago. However, to date, there Sigurdarson Advanced Series on Ocean Engineering — Volume ？？ has been a lack of a well-established, formal design methodology on berm breakwaters. The authors Dr Jentsje van der Meer and Sigurdur Sigurdarson combine over 40 years of aims to promote awareness through innovation. Thirteen nominations are in the running collective experience working with breakwaters to put forwarded a design framework in Design and Construction of Berm Breakwaters; covering the science and design practices of berm breakwater structures. The original design consisted of mass armoured berms to receive the 2017 Award. that reshaped into statically stable S-shaped slopes. The design was adopted in Iceland DESIGN AND and eventually led to a development with more stable structures by using available rock sizes, large rock, and more rock gradings than just “small rock (core)” and “large rock CONSTRUCTION DESIGN AND (berm)”. This more stable and only partly reshaping structure is called the Icelandic-type CONSTRUCTION OF berm breakwater. OF BERM BREAKWATERS
Written for researchers and practitioners, the volume consists of chapters on geometrical designs of the berm breakwater cross-section, including berm reshaping and wave BERM BREAKWATERS overtopping, quarry and project management, as well as blasting and sorting techniques, designs for various wave conditions and available rock classes, and case studies of already constructed berm breakwaters.
About the Authors BOOKS/PERIODICALS REVIEWED 32
Dr Jentsje van der Meer is a well-known expert in appraisal, design, and testing of breakwaters and coastal structures; including levees, dikes, embankments, seawalls, breakwaters, groynes, revetments, shingle beaches and river dikes. His work on rubble mound structures has been included in all manuals all over the world. He has worked at Delft Hydraulics, now Deltares, a well-known institute on specialised consulting and research of Design and Construction of Berm Breakwaters fuses scientific knowledge water related issues, for 16 years. For ten years he had a position at Infram International, a private consultant for infrastructure appraisal and management, where he exploited his accrued during 30 projects around the world, while a new report from PIANC experience in specialized consultancy and research. In 2007 he started his own company, Van der Meer Consulting BV, on Coastal Engineering Consultancy & Research. In 2014, he became a part time professor of Coastal Structures and Ports at UNESCO-IHE, Delft, The facilitates the selection of breakwater types and safety features by designers. Netherlands, with also a 0-fte position at Delft University of Technology.
Sigurdur Sigurdarson has over 30 years of experience as a coastal and harbour engineer, both in Iceland, as well as internationally, working on breakwater projects in four continents. His main emphasis has been on coastal structures, including breakwaters, revetments and groynes. He has been involved in all aspects from planning of structures, establishment of environmental load and design criteria, design, model testing and armourstone quarry evaluation, through to tendering, construction management, supervision of construction and quarrying, as well as performance monitoring. Through a number of breakwater Jentsje van der Meer Meer projects, he has developed and introduced the Icelandic-type berm breakwater. Sigurdarson Sigurdarson established the IceBreak Consulting Engineers, which specialises in breakwaters and armourstone quarrying, in 2010. Sigurdur Sigurdarson SEMINARS/CONFERENCES/EVENTS 34
World Scientific ISBN 978-981-4749-60-2 www.worldscientific.com World Scientific 9936 hc ISSN 1793-074X Attend the first annual Dredging Today Conference, IADC’s Seminar on Dredging and Reclamation in October and the biennial CEDA Dredging Days in November. 4 Terra et Aqua | Number 148 | September 2017 EDITORIAL
Terra et Aqua’s third edition of 2017 spotlights four unsinkable issues facing today’s dredging industry: contaminated site remediation, sediment treatment, port channel optimisation and workplace safety. Whether engaged in the activities of environmental entities or port authorities, professionals confront these challenges daily.
Straddling the boundary between Canada and the United States, Lake Ontario is the most eastern of the Great Lakes and is filled with water which has flowed over the magnificent Niagara Falls and down the Niagara River. The importance of these waterways to ecological cycles is as clear as the water which courses its way into Lake Ontario. But the harbour of the city of Hamilton – about 70 kilometres from Toronto’s skyline – had contamination levels which ran rampant once factories began discharging into its waters. In 1985, Hamilton Harbour was Frank Verhoeven branded an Area of Concern by the Canada-United States Great Lakes Water Quality President, IADC Agreement. Local and municipal authorities drew up plans to remediate the site together and the project officially commenced thirty years later. Involved in the ongoing operation, a team of authors from Environment and Climate Change Canada breaks down the process chosen to clean up Hamilton Harbour’s sediment with a containment strategy.
After industries dump their discharge into a water body, the act of separating impurities from sediment for removal is certainly not easy. Fortunately, for the environment’s sake, researchers have found a way to divorce these co-mingled particles. Enter polymers, tiny aggregates packed with sediment-separating power. Polymer experts explain how to select the polymer type most appropriate for the project at hand as well as its benefits when used correctly. Two dredging projects enhanced by polymers provide the proof: the completed rehabilitation of France’s Port- La-Forêt Harbour and ongoing remediation of Israel’s Kishon River.
As global mobility, emerging markets and well-being increase, the demand for goods also has grown, causing international shipping and trade networks to experience more traffic. Container and cargo ships have consequently supersized and, in response, expansion projects such as the New Suez Canal and Third Set of Locks at the Panama Canal have been executed. From Suezmax to Aframax, the classes of these vessels represent dimensions of epic proportions. Also bearing the brunt of the rapid growth of these vessels are international ports along major trading routes which must be able to accommodate these giant liners. Authors with multidisciplinary backgrounds – a water and environment engineer, technology specialists and a port authority representative – join forces to present a way to model the strategic tailoring of channels to suit these ships.
While dredging companies are faced with facilitating globalised demands, safety comes first in the efforts to achieve their ambition for zero incidents among its workforce. As an extension of its industry support, IADC formed a Safety Committee in 2013 to promote best practices in safety across the industry, guaranteeing a safe and healthy work environment. Two years later, an award was launched to encourage companies as a whole as well as individual employees or teams to increase safety awareness and innovate solutions. This year thirteen submissions for the award span widely-recognised problems and lesser-acknowledged concerns such as mitigating the dangers associated with mooring, preventing falls into open deck hatches without obstructing ventilation, monitoring high-risk spaces with one supervisor from a single control room to name just a few. This September, the winner of the second annual Safety Award 2017 will be unveiled.
I have been invited to give a keynote speech at CEDA Dredging Days, which starts 9 November. During these days, a majority of presenters will pay attention to several technical advancements in the industry. In my speech, I will concentrate on the impact of the progress on the drivers of the industry especially in the context of the organisational developments occurring within dredging companies. Randle Reef Sediment Remediation: Current Status of Construction and Next Steps 5
R. SANTIAGO, R. JOYNER, E. HARTMAN, M. GRAHAM AND K. KIM
RANDLE REEF SEDIMENT REMEDIATION: CURRENT STATUS OF CONSTRUCTION AND NEXT STEPS
ABSTRACT involves capping of the ECF and consolidation INTRODUCTION of the dredged sediment contained within. Along the shores of Lake Ontario, Randle Reef The completion of all three stages of the Located within Lake Ontario’s Hamilton at Hamilton Harbour, Canada, is a listed Area project is anticipated to take eight years. Harbour, Canada, Randle Reef swells with of Concern (AOC) under the Great Lakes 695,000 cubic metres of Polycyclic Aromatic Water Quality Agreement (GLWQA). In fact, Public Works and Government Services Hydrocarbon (PAH) contaminated sediment, with a sediment volume of 695,000 cubic Canada awarded the Stage 1 contract for the making it the largest contaminated sediment metres, it is the largest site contaminated with construction of the ECF in 2015 and work is site in Canada. As the country’s largest port Polycyclic Aromatic Hydrocarbon (PAH) on the underway. The project includes the on the Great Lakes, Hamilton Harbour has a Canadian side of the Great Lakes and in the reconstruction of the adjacent Pier 15 wall led long history of industrial activity, especially entire country. The remediation project by HPA to permit future environmental steel-making. In 1985 the port was involves the completion of three stages of dredging, and started in September of 2015, designated as an Area of Concern (AOC) construction to manage PAH and heavy the project is now complete. Fabrication of under the Great Lakes Water Quality metal-contaminated sediments. The project is the steel pilings for the ECF and mobilisation Agreement (GLWQA) between the United being led by Environment and Climate to the project staging area was undertaken in States and Canada, with the environmental Change Canada and is jointly funded by the fall 2015 to start ECF construction in effects of the contaminated sediment serving Canada, Ontario, the City of Hamilton, the 2016. This article will present an overview of a key reason for this designation. As part of Hamilton Port Authority (HPA), U.S. Steel the Randle Reef Sediment Remediation its obligations under the GLWQA to address Canada, the City of Burlington and the Project, the design of the ECF, as well as AOC issues, the Government of Canada Regional Municipality of Halton. showcase the completed Pier 15 rehabilitation works with its partners to achieve the required and ECF steel sheet pile installation (Figure 1). remediation goals. The project’s first stage involves constructing a 6.2 hectare Engineered Containment Facility This article was first published in the The Randle Reef Sediment Remediation (ECF) around the most severely contaminated Proceedings of the Twenty-first World Dredging project is led by Environment and Climate sediments. Stage 2 comprises the hydraulic Congress & Exposition (WODCON XXI), Miami, Change Canada and is jointly funded by dredging of surrounding contaminated Florida, USA, in June 2016 and is reprinted here Canada, Ontario, the City of Hamilton, the sediments and placement of the dredged in an adapted version with permission. Hamilton Port Authority (HPA), U.S. Steel sediment within the ECF. Thin layer backfill Canada, the City of Burlington and the will be used to manage residuals generated Above: Randle Reef at Lake Ontario’s Hamilton Harbour Regional Municipality of Halton. The Randle during dredging. A thin layer cap and an was listed as an Area of Concern in 1985 under the Reef site itself is a water lot owned by the isolation cap will be used to manage Great Lakes Water Quality Agreement. Photo McNally HPA, a crown corporation affiliated with the undredged contaminated sediments. Stage 3 Construction Inc. Government of Canada. 6 Terra et Aqua | Number 148 | September 2017
Figure 1. Installation of the face wall sheet pile at Pier 15 East (Heddle Marine) on 7 October 2015. Photo Riggs Engineering Ltd.
STATUS UPDATE: Dated 15 June 2016, the SITE CHARACTERISATION ceased industrial activities impacted sediment following paper represents an overview and Sediment-related investigations, assessments quality. A tributary adjacent to the harbour current status of the Randle Reef Sediment and remediation plans for the Randle Reef site and Randle Reef site, Sherman inlet, was once Remediation Project. As the paper was date back to the 1970s. After four decades of lined with facilities such as tanneries and oil produced in 2016, it is now out of date in sampling work, nearly 700 sediment samples refineries. Combined sewers and other former terms of the current status of the project. The have been collected from the site alongside industrial operations, including a coal project is currently in its second year of Stage on-going efforts to continually optimise the gasification plant, discharged into the inlet. 1, the construction of the 6.2 hectare project design. Delineation of the site has Large portions of Hamilton Harbour were Engineered Containment Facility and has an shifted significantly over the years. The site infilled, often using slag as the primary expected completion date of December 2017. itself is located within an active working material, in order to expand industrial lands. All the sheet piles that comprise the facility harbour. The various historical inputs and Bulk-storage of coal and coke used for steel have now been installed and driven to grade activities within the area have made the production is still prevalent within the and mechanical dredging has started to sediment composition quite heterogeneous. harbour’s confines. remove contaminated sediments from Early delineation of the contamination between the walls. Stage 2, hydraulic problem focused on the by-product of nearby Randle Reef area is a sheltered embayment dredging of the contaminated sediments steel mills. The initial focus was on an area within the harbour which for the most part surrounding the facility, was successfully nicknamed the ‘whale tail’ named for its form. has contained the most severe contamination tendered and awarded to the joint venture of However as further sampling was conducted and limited mitigation to a slow outward Milestone Environmental Contracting Inc. and and the understanding of the issue increased spread over many years. Within the site itself, Fraser River Pile and Dredge (GP) Inc. in June so did the boundary of the area. activities over the past 150 years such as 2017. Stage 2 is expected to start in May dredging, deposition of dredge spoils, anchor 2018 and be complete by December 2019. In addition to the mills’ outflows, other long- drag and vessel scour resulted in high Randle Reef Sediment Remediation: Current Status of Construction and Next Steps 7
ROGER SANTIAGO is Head of the Sediment Remediation Unit at Environment and Climate Change SEDIMENT PRIORITISATION Canada. He has held positions related to contaminated sediment technology Priority 1 development, assessment and Greater than 200 ppm total management. He is the project lead for the Poly Aromatic Hydrocarbons (PAHs). Randle Reef Sediment Remediation Project Metals greater than Severe and oversees development of sediment Effects Level (SELs). management strategies for several Toxic. contaminated sites in the Great Lakes. Priority 2 Greater than l00 ppm PAHs. RUPERT JOYNER Metals greater than SELs. is an environmental scientist and Sediment Toxic. Remediation Specialist at Environment and Priority 3 Climate Change Canada. He has worked in Greater than 100 ppm PAHs and/or the contaminated sites field in consulting metals greater than SELs. and government capacities with an Not toxic. emphasis on environmental site Priority 4 assessment and remediation. His work Figure 2. Four areas of prioritisation were Less than I00 ppm PAHs. focuses on contaminated sediment identified for the Randle Reef Sediment Metals less than SELs. management on in the Great Lakes. Management project. Toxicity not attributed to specific contaminant.
ERIN HARTMAN is a Professional Engineer and Sediment Remediation Specialist at Environment and variability in sediment quality from one Remediation Project was first detailed in a Climate Change Canada. She has worked sampling location to another. Due to coal tar 2006 Basis of Design report (Blasland, Bouck in the contaminated sites field in both being a large source of contamination in and Lee, 2006). To manage PAH and heavy consulting and government, and pockets throughout this area, the pollutant metal-contaminated sediments, the specialised in the management of also adds to the variability between sampling remediation project involves the completion of contaminated sediment. Her work primarily locations. Despite all of these challenges, a the three stages. concentrates on contaminated sediment successful delineation and prioritisation of sites within the Great Lakes. Randle Reef sediments for remediation was The three stages are being led and managed established utilising a combination of by the Government of Canada with KAY KIM sediment sampling and toxicity tests (Milani, Environment and Climate Change Canada as is a Senior Sediment Remediation Specialist 2006a, 2006b). the project leader and Public Works and at the Great Lakes Area of Concern, Government Services Canada as Project Environment and Climate Change Canada SITE PRIORITISATION Manager. Public Works and Government and is involved in sediment remediation Management of the Randle Reef sediment Services Canada will take temporary projects in Lake Superior and other areas. involves the use of blended sediment possession of the project site from the HPA to She has worked with offshore oil and gas, management remedies and is based upon this undertake this work. To permit dredging of and pulp and paper mill environmental prioritisation. All Priority 1 and 2 sediments the contaminated sediments near Pier 15, the effects monitoring programs on the east are to be placed within an Engineered project also includes an HPA-led project to coast, and with the Aquatic Science Containment Facility (ECF). Priority 3 reconstruct the adjacent Pier 15 wall. Section and Disposal at Sea programs on sediments are to be placed into the ECF the west coast. depending on remaining capacity. Priority 3 Stage 1 sediment not placed in the ECF will be A 6.2 hectare ECF will be constructed around MATTHEW GRAHAM managed by Thin Layer Capping. Priority 4 the most severely contaminated Priority 1 is a Professional Geoscientist and Senior areas have toxicity less than the clean-up sediments within a double-walled sheet piling Sediment Remediation Specialist at threshold criteria and will be left to recover structure (see Figure 4). A sealed inner wall will Environment and Climate Change Canada naturally (see Figure 1). isolate the contaminants from the sides. This (the Canadian Department of the sealed environmental wall is driven into the Environment). He has worked in the PROJECT OVERVIEW underlying silty clay which isolates the contaminated sites field in both consulting The primary remedial approach – an on-site contaminants from below. Mechanical dredging and government for 16 years. ECF – for the Randle Reef Sediment will be utilised to move contaminated sediment 8 Terra et Aqua | Number 148 | September 2017
Figure 3. Mechanical dredging moves contaminated sediment from between Figure 4. The hydraulic dredging of sediments from the surrounding Priority 1, 2 the double walls of the ECF into the ECF containment cell. Photo McNally and 3 will be completed to established dredge design elevations. Photo McNally Construction Inc. Construction Inc.
from between the double walls of the ECF into elevations (see Figure 3). Bathymetric surveys Water and effluent treatment will take place the ECF containment cell (Riggs Engineering will be used to confirm the successful over several steps. Initial settling will take Ltd., 2014). completion. Verification sampling will also be place within the ECF itself. Effluent from the used to ensure the completion of the ECF will flow into a final settling cell. This cell For the successful execution of Stage 1, the hydraulic dredging has successfully removed will be located within a lined area between sealed inner wall is the critical element the contaminated sediment. If residual the ECF double walls and if required, a necessary to isolate the contaminated contaminated sediment remains in place, polymer additive will be used to enhance sediment from the ecosystem (see Figure 2). second pass dredging and/or thin layer back- settling. Excess effluent discharged from the The inner wall serves as an ‘anchor wall’ for filling will be conducted. A focus will be final settling cell will be pumped through a the outer ‘face wall’. The face wall protects placed on the need to minimise the sand filter to remove any remaining TSS. The the ECF’s containment cell and will eventually disturbance and re-suspension of the final step will be activated carbon filters to form the working dock’s wall. contaminated sediment. The oversight of address any remaining dissolved turbidity will play a key role in monitoring the contaminants. Treated water will be Stage 2 re-suspension of sediment within the work monitored at the discharge point to ensure The hydraulic dredging of sediments from the zone. environmental compliance before being surrounding Priority 1, 2 and 3 will be discharged back into the harbour. completed to established dredge design A thin layer cap will be applied to undredged Priority 3 sediment and an isolation cap will Stage 3 be used to manage undredged contaminated Further consolidation of the dredged sediment Priority 1 sediments within the channel contained within the ECF, construction of the located between the ECF and the US Steel ECF cap and surfacing of the cap for future Canada dock wall. port use of the facility takes place.
Effective dewatering of sediments placed A critical environmental component, the ECF within the ECF and the associated treatment cap includes the hydraulic barrier to isolate of the water and effluent coming out of the the contaminants from above. This barrier or ECF will be a key factor during Stage 2. As liner forms the final component for the the ECF fills and the ‘holding capacity’ for isolation of the contaminated sediment. The water within the main ECF cell is reduced, the ECF cap also includes an under liner and over water treatment system will be faced with an liner drainage system related to this barrier. Figure 5. Construction of the 6.2 hectare Engineered influent with higher Total Suspended Solids Containment Facility. Photo McNally Construction Inc. (TSS). The under liner drainage system includes wick Randle Reef Sediment Remediation: Current Status of Construction and Next Steps 9
ownership is still unknown but the flexibility of the design will allow for a number of port- related uses. The completion of the Randle Reef Sediment Remediation Project will be one of the last major projects required for de-listing the Hamilton Harbour AOC.
CONCLUSIONS
Figure 6. A rendering shows the ECF in its completed state. Image Environment and Climate Change Canada The approach to manage Randle Reef contaminated sediments is unique, combining a blended remediation method drains inserted into the dredged sediment to were completed in the fall/winter of 2015-16 with a unique partnership between aid in consolidation, geotextile membrane to supply the sheet pile for both Pier 15 and governments, municipalities and local layers, horizontal drainage strips, perforated ECF construction. Steel coil for the project was industry. piping around the ECF perimeter and the produced by US Steel Canada at their associated riser to access the piping. As the Nanticoke, Ontario mill. The steel coil was Led by Environment and Climate Change contaminated sediment within the ECF fabricated into anchor wall and face wall Canada, the Randle Reef Sediment consolidates over time, contaminated pore sheet pile by mills in Ontario and Mississippi, Remediation Project will result in the water will be squeezed out. The under liner respectively. Produced by US Steel Canada at remediation of 695,000 cubic metres of drainage system directs this pore water to its Nanticoke, Ontario mill, steel coil was PAH contaminated sediment, isolating it perimeter piping from which it will be either fabricated into anchor wall and face wall from the local ecosystem. Completion of pumped and treated or transported to a sheet pile by mills in Ontario and Mississippi, the Randle Reef project will eliminate a treatment facility. The over liner drainage respectively. To be ready in time for the significant source of contamination to the system is a secondary system due to the fact construction of Pier 15 and the ECF, all steel Great Lakes, improve the water quality and the ECF will be surfaced with asphalt and also production, fabrication and delivery to the site environmental health of Hamilton Harbour, have a surface water drainage system was completed by early 2016. ultimately setting the stage for the consisting of catch basins, trench drains and Government of Canada to remove overland drainage across paved areas. The Pier 15 reconstruction was awarded by Hamilton Harbour from the list of Great the HPA to Dean Construction in the fall of Lakes Areas of Concern. The over liner drainage system handles any 2015 and was completed by spring 2016. In surface water which penetrates the cap and fall 2015, Public Works and Government prevents this water from sitting atop the Services Canada (PWGSC) was awarded the barrier and potentially leaking through Stage 1 contract for the construction of the REFERENCES Consolidation of the sediment within the ECF ECF to McNally International Inc. and work is will require the use of pre-load material. A currently underway. Riggs Engineering was Milani, D., and Grapentine L.C., 2006a. selected material will be temporarily stockpiled awarded the construction engineering Application of BEAST Sediment Quality atop the ECF and the load will help speed up contract. As the project proceeds towards the Guidelines to Hamilton Harbour, An Area of the consolidation process. This is necessary in completion of Stage 1, PWGSC will assess any Concern. NWRI Contribution No. 06-407. order to achieve the loading requirements for necessary adjustments to the final design for future port use within the timeframe of the Stage 2 before proceeding with the Milani, D., and Grapentine, L.C.. 2006b. project (see Figure 5). procurement process for the Stage 2 Identification of Toxic Sites In Hamilton construction and Stage 2 and 3 engineering Harbour. NWRI Contribution No. 06-408. Upon project completion, the ECF and all contracts. As Stage 2 nears completion, a project-related lands will revert back to HPA similar assessment will take place for Stage 3 Blasland, Bouck and Lee, Inc. Hart Crowser, ownership. The HPA will oversee the long- construction. Inc. Riggs Engineering, Ice and Coastal term monitoring and maintenance of both the Consultants, Inc. May 2006. “Randle Reef ECF and the isolation cap. A 15-year-long post-construction monitoring Sediment Remediation Project Basis of Design plan is in place to demonstrate the Report Hamilton, Ontario”. CURRENT STATUS AND NEXT STEPS effectiveness of the project. The plan includes The completion of all three stages of the biological, chemical and physical monitoring Riggs Engineering Ltd. November 2014. project is anticipated to take eight years. Steel of the facility and the surrounding harbour “Randle Reef Sediment Remediation Project production, fabrication and delivery to the site area. The eventual use of the ECF under HPA (Stage 1), Hamilton, Ontario”. 10 Terra et Aqua | Number 148 | September 2017
A. BOISSON AND F. COUTURIER
SOME PROVEN BENEFITS OF POLYMER USE IN THE TREATMENT OF SEDIMENTS IN RECENT DREDGING PROJECTS
ABSTRACT aimed at cleaning seven kilometres INTRODUCTION downstream of Haifa, Israel. Over a For several decades, polymers have been period of 20 months, some 400,000 Today, more than one million tonnes of used in the treatment of sediments for cubic metres of material are expected to synthetic organic polymers are produced improving the dewatering step and be removed from the river bottom and annually worldwide for use as coagulants reaching high solid content along with treated. Bioremediation is used after and flocculants, mainly for use in water clear-water release. In order to show the sediment dewatering. The benefits of treatment and the oil and mining main benefits of polymer use in the polymer use in conjunction with industries. The main benefits associated dredging industry, two projects started in dewatering equipment area a higher level with polymer use are improved solid- the last three years have been selected of dryness in the final solid waste and liquid separation, faster settling rate and for presentation in this article to higher quality release water. reduced land surface for the treatment. demonstrate the main benefits of their use in the dredging industry. With increasing pressure from local Improved solid-liquid separation during communities and authorities on project sediment treatment is now commonly Port-La-Forêt harbour in La Forêt- timeframe, worksite footprint and water requested by local legislation, including Fouesnant, France has not had any form quality, the use of polymers will be permanent monitoring of the turbidity of of maintenance dredging in over 30 years. prevalent in dredging projects, especially released water. In fact, higher turbidity in For the harbour’s cleaning, 40,000 cubic those located in heavily populated areas released water negatively impacts aquatic metres of polluted sediment needed to be or dealing with contaminated sediment. life and puts the project in jeopardy. flocculated and pumped into geotextile Another side benefit is reduced sludge tubes on a dewatering site located four This article was first published in the volume. kilometres away. The turbidity of the Proceedings of the Twenty-first World water released has been constantly Dredging Congress & Exposition In dredging projects, specific equipment monitored and kept below the authorised (WODCON XXI), Miami, Florida, USA, in can either be common equipment from level throughout the project. The benefits June 2016 and is reprinted here in an the water treatment industry, like a belt of polymer use in conjunction with adapted version with permission. filter press or centrifuge, or more specific dewatering tubes are a shorter drying to sediments such as geotextile tubes or time and higher quality of released water. dewatering tables. Whatever the Above: For more than 30 years, maintenance dredging equipment, the high processing rate The Kishon River project, contaminated had not been done at the Port-La-Forêt harbour – and it results in a shorter dewatering time by chemicals from both industrial was in need of cleaning. Photo CCPF, courtesy of Office ranging from several hours to several effluents and municipal wastewater, de Tourisme de La Forêt Fouesnant weeks. Some Proven Benefits of Polymer Use in the Treatment of Sediments in Recent Dredging Projects 11
coagulants given their charge density and required. Other aspects such as like salt chain length. or iron levels may influence the polymer’s Organic water-soluble polymers, also effect and therefore its selection. In some named synthetic polyelectrolytes, have cases, specific monomers which are salt adjustable charge density, chain length, or iron-resistant can be used. structure and monomer composition. The main flocculants’ backbone is made of Dewatering Equipment acrylamide monomer which does not During the preparation step, mechanical bear any charge. Some co-monomers are effects appear (for example shearing in generally added to bring cationic or pumps) which may break the polymer anionic charges into the polymer structure, reducing its efficiency. Figure 1. In floc’s structure, suspended particles are backbone. Acrylic acid is for example the Shearing may also appear after the flocs surrounded by coagulant polymers and flocculant most frequent monomer to build anionic have formed. Flocs should be resistant polymers. polyelectrolytes whereas the cationic enough to keep their structure and their charge is generally brought by ability to settle quickly. Each type of quaternised aminoalkyl acrylates. dewatering equipment has its own When a project takes place in a harbour mechanical effect which affects the or in an urban or industrial area, reduced When required by the application, cross- polymer’s selection, for example a land surface available for sediment linking agents are used to provide centrifuge and geotextile bags present treatment is a key issue. In the past, branching between the polymer chains. very different mechanical effects. In some dredging contractors had to build Specific monomers are requested to build general, structured polymers will be several successive settling ponds to comb-like polymers. In these cases, they preferred to linear ones when mechanical improve the overflow quality, but local are called ‘structured’ polymers, to stress is induced by the process. agitation at the overflow point led to differentiate them from the linear ones. permanent re-suspension of fine Water Available on Site for Polymer particles. Polymers have solved this Synthetic polymers are provided under Preparation problem, at least halving the settling different forms: solid, liquid or emulsion. Polymers are long molecules that need to pond’s surface area and accelerating uncoil in water to make them fully active drying time. This process is now widely SEVERAL FACTORS AFFECT POLYMER during the flocculation step. While used and its application has been CHOICE polymers are available commercially in extended to the dredging of lakes, Water Composition several forms including powders, canals, ports and rivers. Water may carry mineral particles made emulsions and liquids, powders and of clays that have not been removed by emulsions (see Figure 2) are typically WHAT ARE POLYMERS? the previous separation steps and clays chosen for use in large projects as the The polymers used by the water may carry some absorbed pollutants. In cost-effective solution. Powders need to treatment industry are known as addition, some organic compounds be dissolved before use and emulsions coagulants and flocculants. Their main resulting from human activities or natural must be diluted in water. Polymers are property is to create small aggregates, processes – for example, humic acid – prepared at a relatively low concentration known as ‘flocs’ (see Figure 1), with the may also be carried by water. The of water, from one to ten grams per litre. insoluble colloidal particles contained in organic to mineral ratio is the key Therefore, the quality of the water used the water to be treated. Flocs settle parameter that will determine the nature for preparation is so important. Sea down fine particulates, thus leaving clear of the polymer and the charge density water may affect the polymer choice water.
Most water treatment programs include one coagulation step and one flocculation step. Coagulants are inorganic, such as ferric chloride, or organic such as polyamines and polyDadmacs. Flocculants are only organic in origin and have been used for more than 50 years. Organic chemistry is a very powerful to provide tailor-made polymers, like organic coagulants which are 10 times more effective than mineral Figure 2. Polymers are commercially available in many forms including emulsion (left) and powder (right). 12 Terra et Aqua | Number 148 | September 2017
because of the presence of salt, reducing thickness on the inner side of the bag. some polymers’ ability to uncoil, making This specific branching rate is available them less efficient. In the same way, from the emulsion range and not from hard tap water with high amounts of the powder range because of polymer divalent ions will have a negative effect production technology which leads to the on polymer preparation and can lead to selection of one polymer under emulsion choosing specific grades. Water form. temperature is another key parameter as cold water increases the time required Required Results for polymer preparation. Each project has its own specificities that Figure 3. A jar test is used to determine the best need to be discussed with operators Emulsions versus Powders polymer to treat sediment samples collected from a before the polymer type is selected. In Factors like a project’s size, project’s site. addition to the parameters previously environmental considerations or required listed, some process parameters may be polymer structure may influence the In small-scale projects – typically below required by the operators that will affect chosen polymer form. Emulsions are easy 100,000 cubic metres – emulsions are the polymer choice. to prepare and to use. They contain oil preferred because they require simple and provide a very high degree of equipment for the polymer preparation, In most cases, the product selected by jar branching since very strong flocs with unlike powders. This is a situation where testing (see Figure 3) is the one that will high polymer consumption increase emulsions are advantageous over be used industrially. Wastewaters from efficiency. powders. On the other hand, emulsions traditional industries like pulp and paper, may not be suitable in some specific textile, and mining industries have a Powders are 100 per cent active, contain fauna protected areas where oil relatively constant composition. no oil, and are generally effective at containing chemicals are prohibited, even lower consumption than emulsions (see if they are fully biodegradable. However, in the dredging industry, some Figure 2). Alternatively, they can only factors may lead to an incorrect polymer provide a small level of branching and When geotextile bags are used, specific selection. Specimens from the sampling require a dissolution unit with a structured polymers might be required. campaign may have too many variations maturation time of approximately Their branched structure maintains good in their composition, making a one-size- one hour. water release whatever the cake fits-all product an impossibility. Working on a composite sample composed of all different samples may also lead to choosing the wrong polymer.
Additionally, in projects where sediments are pumped hydraulically and directly sent to treatment without holding tanks, the way the dredge manager operates its equipment may lead to high fluctuations in the sediment composition due to factors such as the water content. This may require specialised monitoring equipment to adjust the polymer dosage to the sediment slurry composition.
POLYMER SELECTION FOR THE DREDGING INDUSTRY The main drivers for use of polymer in dredging projects are lack of space or time for sediment dewatering, as well as stricter regulations on discharged water. Figure 4. Port-La-Fôret harbour before its much-needed sediment remediation project. A plan conceived by between Polymer use results in lower turbidity in port authorities, engineering and design departments, France’s EPA equivalent and local communities involved the released water, reduced land surface pumping 40,000 cubic metres of sediment to a dewatering site located four kilometres inland from the harbour. for the treatment and a shorter drying Photo Ronan Quemere, courtesy of Office de Tourisme de La Forêt Fouesnant time. The polyelectrolytes which can be Some Proven Benefits of Polymer Use in the Treatment of Sediments in Recent Dredging Projects 13
ALEXIS BOISSON holds graduate degrees from the Institut Textile et Chimique (ITECH) in Lyon, France and has been SNF’s Specialty Chemicals Manager since January 2013. For the past three years, he has been involved in water treatment and dredging projects all around the world.
FRANCOIS COUTURIER is the Corporate Commercial Director of SNF. He acquired graduate degrees from France’s Ecole Polytechnique et Institut National Agronomique. He has been involved in global water treatment and dredging projects for a decade and wrote articles published in Dredging and Port Construction magazine.
Figure 5. A dredger pumps the sediment at Port-La-Fôret harbour into a floating pipeline. used in dredging applications are anionic preferred option involved the creation of Selecting the polymer polyacrylamide flocculants usually inland disposal facilities which would First, the jar test and filtration pressure intended for the removal of clays, low later be turned into a soccer stadium. tests were performed on a representative cationic polyacrylamide flocculants The plan involved pumping 40,000 cubic sample of sediment. They allowed the typically for fine sand, or highly cationic metres of sediment into geotextile tubes selection of the best polymer in terms of coagulants for bio-solids and very fine on a dewatering site located four anionic or cationic charges, charge clays. They are selected from the existing kilometres inland from the harbour (see density, chain length, structure and polymer range already developed for the Figure 6). dosage optimisation. Following field tests municipal and industrial water treatment, gave more data about final results such which comprises thousands of different polymer compositions.
Selective testing, called a jar test, is necessary to find the right combination of coagulants and flocculants. It can be done in the lab or on site with portable equipment. The selection is done after identifying the following characteristics: nature of the polymer (cationic/anionic/ non-ionic/amphoteric), nature of constitutive monomers and charge density required, and the molecular weight (chain length) and structure.
PORT-LA-FORÊT HARBOUR For more than 30 years, maintenance dredging had not been done at the Port- La-Forêt harbour – and it was in need of cleaning (see Figure 4). After a discussion between port authorities, engineering and design departments, France’s EPA Figure 6. For the project at Port-La-Forêt harbour, the sludge treatment area includes a dewatering area with tubes equivalent and local communities, the (left) and water retention area (right). 14 Terra et Aqua | Number 148 | September 2017
the application tank. The application pump is variable in speed and delivers the prepared solution continuously.
The polymer solution was carried to the dewatering area by a specific line and was directly injected in the sediment sludge before inlet of the dewatering tube. Due to the high sediment pumping rate, the mixing of polymer solution and sediment sludge was satisfactory, although it is recommended to inject the polymer solution a few metres prior to the dewatering tube’s inlet.
Figure 7. The cyclical filling method of the geotextile tubes includes pumping of sediment during the day followed by To obtain the recommended dosage, the nightly release of clean water. flowrate of the polymer solution was calculated in function of flowrate and solid content of sediment sludge. as released water quality, dryness of during daytime and to release clean Sampling between the polymer injection dewatering sludge, polymer consumption water during the night (Figure 8). point and dewatering tube’s inlet was and so on. Geotextile tubes were then placed on a possible to check the flocculation synthetic membrane to optimise the mechanism. Finally, the polymer expert recommended filtration and prevent water leakage into a cationic polymer to treat this sediment the ground. Dredged sediment was The sediment sludge pipe was placed which was made of sand with high pumped directly into a global tubes around the retention area to fill easily all organic content. For a dredging project layout designed by the tubes supplier. dewatering tubes. Dewatering by means of of this size (smaller than 50,000 cubic geotextile tubes comprises a cyclic process. metres), polymer in emulsion form would With an automatic dissolution unit, a The tube is initially filled to the given have been recommended, but, at the cationic powder polymer solution was maximum height and the filling is then request of local authorities, powder was prepared at two grams per litre. The stopped. The static drainage of sludge used. polymer makeup equipment is a self- starts as soon as the filling process starts contained, split-tank design with an and following a degree of dewatering, the Making the Retention Area automated polymer dilution and solution- tube can be re-filled. The ground was excavated and the feed system for application of dry polymer. removed soil was used to build a The polymer mixing tank is equipped with This process is repeated until the tube is retention area for the released water. a dry polymer feeder and wetting system. completely filled. In the case of multiple This area was necessary because only one The solution is agitated until the polymer tubes, it is possible to continuously pump pipe was used to pump the sediment is dissolved and then it is transferred to sediment sludge by alternating filling and
Figure 8. Water exited the dewatering tubes and flowed by gravity to the low point, and was then pumped to a retention area where turbidity was continuously monitored. Some Proven Benefits of Polymer Use in the Treatment of Sediments in Recent Dredging Projects 15
Figure 9. During construction, the soccer stadium (white area) can be seen from the entry of the parking area. dewatering steps from one tube to KISHON RIVER Treating the Contaminated Sediment another. While only one layer of Originating from the Gilboa mountains, While good results were obtained on the dewatering tubes was used for the Port- Israel’s Kishon River flows for 70 front of stopping the release of polluted La-Forêt project, it is possible to stack kilometres in a west-northwesterly discharge, the problem of toxic several layers of geotextile tube to direction through the Jezreel Valley, until sediments remained. In a first step, the reduce the footprint for a dewatering it flows into Haifa Bay and eventually the Kishon River Authority conducted a area. Released water from all dewatering Mediterranean Sea. Before traveling survey of the riverbed that confirmed the tubes flowed – by gravity – to a low through the heart of the Haifa seven downstream kilometres were point as shown in Figure 7, and was then metropolitan area, the Kishon River drains polluted with TPH and heavy metals, pumped to a retention area where an area of 1,100 square kilometres, especially cadmium and chromium. turbidity was permanently monitored. which includes much of Jezreel Valley and According to the calculations, some Every night, the clean water was pumped Western Galilee. As a result of the 400,000 cubic metres of material needed back to the harbour. During the contamination of its last seven kilometres to be removed from the river. In a 6-month-long project, 15 metric tonnes by industrial effluents and municipal second step, sediment treatment options of polymer were used. wastewater released upstream, the were studied. Bioremediation was Kishon River was considered to be the preferred in comparison to disposal, After Dewatering most polluted river in Israel. incineration, chemical stabilisation or After several weeks of dewatering, the thermal treatment. Therefore in April geotextile tubes were covered over with In 1994 the Minister of Environmental 2014, the Kishon River project was stones and gravel. The soccer stadium Protection established a Kishon River inaugurated. and parking lot were then built on top Authority with the aim of rehabilitating (see Figure 9). In addition to the desired and transforming the waterway into a An area of five hectares was reserved to result of the cleaned Port-la-Fôret regional attraction. Towards the end of pre-treat slurry from the river before the harbour, this project both increased the the 1990s, the Minister of Environmental biological treatment phase. The harbour’s water level for boaters and Protection required the polluting preparation included dewatering the removed contaminated sediment to a industries and the Haifa wastewater slurry to 40 per cent solids. The safe area. Managed locally, the treatment plant to apply for waste supernatant was treated and then 4-km-long landline saved the use of discharge permits under the Prevention returned to the river. Sand was not around 3,000 truckloads. Without of Sea Pollution by Land-Based Sources separated from the sediment – comprised polymer, dewatering by geotextile tubes Law and to comply with the stringent of approximately 60 per cent clay – since would not have been possible because of conditions stipulated in the permits. it helps with the dewatering process. The the risks of releasing fine particles and The requirement was accompanied by an mixing of sediment with bulking agents organic matter into the effluent matter, enforcement campaign against seven such as straw, bark or shredded green and the plugging the geotextile’s pores major industrial plants in the environs of cuttings composes a pile amenable for which would block the release of water the river. The plants could no longer aerobic biological treatment. The and thus the possibility of building a discharge their effluents to the Kishon sediment was collected into piles which soccer stadium. River with impunity. stand 3-m-high and enable aeration. 16 Terra et Aqua | Number 148 | September 2017
Figure 10. After pumping, the sediments are first mixed in a homogenisation tank to reduce concentration fluctuations of the sludge. In a second step, a thickening tank is used to increase dryness of the sludge while centrifuges obtain the targeted dryness.
Dewatering in Steps The dewatering step is divided into three CONCLUSIONS parts. After pumping, the sediments are first mixed in a homogenisation tank to Overall, polymers are better known today Overall, polymers are now better known reduce concentration fluctuations of the within the dredging industry, but still need within the dredging industry, but still need sludge. In a second step, a thickening a higher profile. A large number of players a higher profile, given the large number of tank is used to increase dryness of the involved in dredging projects, including players involved in dredging projects – sludge. In the final step of dewatering, and not limited to local authorities and typically, local authorities and centrifuges are used to obtain the communities, environmentalists, dredging communities, environmentalists, dredging targeted dryness. The main difficulty for contractors and maritime engineering contractors, maritime engineering polymer selection is the sediment companies. To increase knowledge of companies, et al. That’s why some composition variation, due to a wide polymers, quality suppliers have developed polymer suppliers have developed a dredging area. After several tests on a lot a dedicated package of equipment and dedicated package of equipment and of sediment samples, the polymer expert services which includes: aid with a services, that could consist of: has recommended anionic polymer with a polymer’s selection, supply and/or training, • Polymer selection, supply and training high molecular weight. Furthermore, to make up equipment for polymer injection, • Make up equipment for polymer optimise polymer efficiency and decrease technical assistance at the start-up of injection polymer consumption, this expert has projects, regulatory information as • Technical assistance at the start up advised a multiple polymer injection: one required by authorities, field support to • Regulatory information as required by prior to the thickening tank and one prior check flocculation parameters and final authorities to the centrifuge. Over the project’s compliance with local legislation. With this • Field support to check flocculation duration, the sediment composition package ready for use, a contractor – and parameters, and changed and after jar testing, a change of its project – can benefit from polymers • Final compliance with local legislation. the type of polymer was necessary. This and adequate dewatering equipment, With this package ready, a contractor can dredging project is still underway today. ultimately saving time, money, land and benefit quickly from polymers and the environment. adequate dewatering equipment – saving time, money, land, and the environment.
An Improved Integrated Approach for Optimising Shipping Channel Capacity for Australian Ports 17
S. MORTENSEN, B. JENSEN, A. HARKIN, M. TREE, T. WOMERSLEY AND R. NAVE
AN IMPROVED INTEGRATED APPROACH FOR OPTIMISING SHIPPING CHANNEL CAPACITY FOR AUSTRALIAN PORTS
ABSTRACT the channel is handled deterministically using INTRODUCTION a high-resolution modelled dataset. Full-scale The continuing surge in commercial vessel validation for large container vessels entering The continuing surge in commercial vessels sizes is putting increasing pressure on the the Port of Brisbane during heavy wave sizes is putting increasing pressure on the world’s port authorities to adopt effective conditions in early June 2016 demonstrated world’s port authorities to adopt effective expansion strategies to ensure that their excellent agreement between measured and expansion strategies to ensure that their assets are able to meet growing capacity predicted UKC values. assets are able to meet growing capacity demands. Among the key challenges is to demands. Among the key challenges is to assure that correct strategic and operational The paper provides an overview of the assure that correct strategic and operational measures are adopted which guarantee safe modelling methodology and its successful measures are adopted to guarantee safe and and efficient traffic through shipping channels application in recent channel optimisation efficient traffic through shipping channels while also accommodating the demands of studies for both Australian and overseas ports. while also accommodating the demands of the commercial shipping industry. Channel It was demonstrated that using the more the commercial shipping industry. Channel capacity expansion projects usually involve the accurate integrated framework, it was capacity expansion projects usually involve the consideration of extensive dredging which possible to achieve target levels of channel consideration of extensive dredging which introduces considerable constraints with operability, while reducing required dredge introduces considerable constraints with respect to cost and environmental impacts. volumes significantly compared to respect to cost and environmental impacts. conventional estimates. This article presents an improved integrated This article presents an improved integrated approach for optimising shipping channel First presented as a paper at the Coasts & approach for optimising shipping channel capacity utilising an Under-Keel Clearance Ports Conference 2017 Cairns, this article has capacity utilising a state-of-the-art Under-Keel (UKC) model Nonlinear Channel Optimisation been published in a slightly adapted version Clearance (UKC) model NCOS in combination Simulator (NCOS) in combination with the with permission of the copyright holder, with the full-bridge ship simulator SIMFLEX4. full-bridge ship simulator SIMFLEX4. The Engineers Australia, Coasts & Ports quantitative channel optimisation framework Conference 2017. The paper presents the technical methodology incorporates a full 3D vessel response in each behind the approach followed by two time step made possible by recent advances in Australian ports, demonstrating its successful High Performance Computing. application and validation. Above: While container ships take on gargantuan The impact on channel capacity and UKC dimensions, the channels they pass through must be METHODOLOGY FOR SIMULATION caused by long-term temporal and spatial able to accommodate their deep draughts to reach their In channel design, advanced full-bridge variations in waves and water levels through port destinations. simulators have been used for many years to 18 Terra et Aqua | Number 148 | September 2017
2 Sd(ω) = RAO (ω) • Sη(ω) assess vessel manoeuvrability, while often of the motions of a user-specified number of SIMFLEX4 uses the above framework to more pragmatic methods have been applied points on the vessel in a specific sea state is calculate a full Six degrees of freedom (6DOF) for assessing associated vessel UKC calculated from the motion RAO for the vessel response in the time domain. This requirements. The study presents a new specified point and the sea spectrum in the approachrms =provides √m0 a powerful insight into the numerical framework for channel design following way: dynamic interactions between weather- 2 optimisation using the advanced UKC model inducedSd(ω) vessel = RAO motions (ω) • Sandη(ω )manoeuvrability. NCOS in combination with the top tier full- However,∞ in order to provide an UKC n 2 bridge simulator SIMFLEX4. S (ω) = RAO (ω) • S (ω) (I) assessmentmn = ω Son(ω its) down,ω it requires an extensive d η ∫ d matrix0 of Monte Carlo simulations to assure
NCOS belongs to a new breed of UKC models the responserms envelope = √m0 in each sea-state is that converges towards the same level of Where Sd(ω) are the wave spectra obtained correctly captured. Z = SWD + η − (T + T + T(2)) − ΔZ sophistication and realism as full-bridge from MIKErms 21 = at√m each0 time step and vessel Tide squat simulators. The NCOS model uses identical position and Sη(ω) is the resulting response To eliminate the∞ need for a time-consuming numerical engines as SIMFLEX4 for predictingS (ω) = spectra.RAO2 (ω The) • S rms(ω) value used in the probability Monte mCarlo = approach ωn S (ω) anddω avoid unwarranted d η n ∫ d squat and wave-induced UKC allowance, distribution∞ of the motion is: large levels of0 conservatism, NCOS adopts the which greatly improves the potential for using m = ωn S (ω) dω following probabilistic approach for n ∫ d it in close integration with detailed 0 integrating the residence time of the vessel in 2 (2) manoeuvrability studies. Sd(ω)rms = = RAO √m0 (ω) • Sη(ω) (II) eachZ = SWDsea-state: + ηTide − (T + Tsquat + T ) − ΔZ
(2) N 2 The impact on manoeuvrability and UKC Z = SWD + ηTide − (T + Tsquat + T ) − ΔZ Z –½ caused by long-term temporal and spatial m is the 0th moment of the power spectrum ( ) ∞0 Q(Z) = 1 – 1 – e m (z) (V) 0 n 2 [ ] variations in waves and water levels through m = of theωS (ω)rmsS motion.( ω == )RAO √dωm The (ω spectral) • S (ω) moments m are n ∫ d d 0 η n the channel is handled deterministically using calculated0 from the spectral distribution as: a high-resolution 2D dataset model generated Where the function Q(Z) expresses the by MIKE 21, which are subsequently used to ∞ probability of grounding in a given time step n (2) N drive both models NCOS can incorporateZ the= SWD +m η = − (Tω +rmsS T(ω =) d√+ωm T ) − ΔZ (III) dt. During each time step during the2 passage, nTide d squat 0 Z ∫ –½ entire long-term Metocean dataset to provide 0 N wave encounters and corresponding ) motion Q(Z) = 1 – 1 – e ( m (z) [ 0 ] N a highly detailed quantitative assessment of 2 amplitudes are experienced. It is observed that Z –½ channel capacity with regards to UKC and The residual ∞depth Z defines the wave-) Q(Z) assumes the extreme motion amplitude Q(Z) = 1 – 1 – e ( m (z) n identify a suitable scenario matrix for full- Z = SWDinduced +m η depth= − (Tω [threshold +S T(ω) d+ω ofT (2) the) −0 ΔZpassing ] vessel,P = 1distribution − (1 − Q )(1 follows − Q ) a... Rayleigh ( − Q ) distribution. nTide ∫ d squat exc t1 t2 tN bridge simulations in SIMFLEX4. which is defined0 as: Resultantly, the total probability Pexc of the vessel comprising the minimum threshold for Unlike NCOS, it is not possible to test every vessel manoeuvrability can be expressed by:
N (2) single weather combination in a full-mission Z = SWD + ηTide − (T +2 Tsquat + T ) − ΔZ (IV) Z bridge simulator. As NCOS includes most of –½ ) Q(Z) = 1 – 1 – e ( m (z) [ 0 ] the same detailed response physics it becomes Pexc = 1 − (1 − Qt1)(1 − Qt2) ... ( − QtN) (VI) a highly suitable tool for identifying those where SWD is the still water depth and ηTide is N environmental conditions that proves most P the = 1 tide − (1 elevation − Q )(1 − obtained Q ) ... ( −from2 Q ) MIKE 21 at exc t1 t2 Z tN –½ challenging to manoeuvrability. Both models each time step and vessel position.) T is the where the length of the navigational channel Q(Z) = 1 – 1 – e ( m (z) [ 0 ] use a full 3D vessel panel method for vessel draft, Tsquat is the set-down due to squat and the vessel speed profile will govern the evaluation of the frequency response due to and T(2) is the vertical motion calculated from number of time steps tN required to complete N waves, while also implicitly including the the second order drift forces. ΔZ is2 a safety vessel transit. Z forward speed and water depth in the source buffer and defined as the minimum–½ )allowable Q(Z) = 1 – 1 – e ( m (z) [ 0 ] terms. In particular for large bulky vesselsPexc this = 1 − (1water − Qt1)(1 depth − Q tunder2) ... ( −the Qt Nvessel) after all other A more comprehensive description of the provides an important increase in accuracy effects have been taking into account. technical framework behind NCOS can be compared to older 2D strip theory methods, found in the case study investigation of which are required to invoke a slender body Wave-induced UKC allowance is generated by Australia’s Port of Brisbane (see References). assumption. Pexc = 1a −combination (1 − Qt1)(1 − of Q coupledt2) ... ( − QvesseltN) heave, pitch and roll motions. In a natural irregular sea- CASE STUDY: PORT OF BRISBANE DETERMINING A VESSEL’S MOTIONS state, the effect on maximum vessel vertical Responsible for 95 per cent of Queensland’s For each unique 3D vessel hull, the UKC motions will – over a prolonged duration – container trade, the Port of Brisbane (PoB) is model computes the full linear motion Pconvergeexc = 1 − (1towards − Qt1)(1 a −singular Qt2) ... (value − QtN ) one of Australia’s busiest container ports. The response amplitude operators (RAOs) of representing the statistical worst-case total annual trade value is estimated at responses to unit wave amplitude along with scenario. approximately 50 billion AUD making it a key 2nd order vertical motions. The spectral form economic contributor to the State economy. An Improved Integrated Approach for Optimising Shipping Channel Capacity for Australian Ports 19
SIMON B. MORTENSEN The PoB shipping channel is 90-km-long and currents during ebb and flood tides. Prevailing is DHI’s Global Executive for Ports and extends from the northern tip of Bribie Island, winds originate from the southeast with Navigation with more than 10 years across Moreton Bay and into the Brisbane speeds frequently exceeding 20 knots. of experience in management, model River (see Figure 1). development and technical supervision Accommodating Larger Classes of of complex numerical modelling projects The declared depth in the channel is 14 Vessels involving 2D and 3D hydrodynamics, wave metres below Lowest Astronomical Tide (LAT) The PoB currently services container vessels up mechanics, moored vessel interaction downstream of Lytton Rocks and increases to to 5,600 Twenty-Foot Equivalent Units (TEU) and sediment transport. His key areas of 15 metres beyond the East Channel. Local but identified the need to explore the expertise include numerical modelling, tidal conditions are semidiurnal with tidal feasibility of accommodating 8,500 TEU in the non-linear wave mechanics, sediment amplitudes at the river mouth approximately near future. Container vessels are more transport, moored ship hydrodynamics, 30 per cent larger than at the outer fairway. susceptible to wave-induced motion drifting vessel dynamics and computational Mean high water levels are approximately 2 compared to most other vessel classes such as fluid dynamics. metres above LAT. The Northwest Channel is tankers and bulk carriers. When compared to frequently exposed to energetic swell action their smaller counterparts, 8,500 TEU from the Coral Sea, while the Spitfire channel container class vessels are noticeably longer, and river entrance is subject to significant tidal wider and with deeper draughts.
Figure 1. Port of Brisbane (PoB) is one of Australia’s busiest container ports. The PoB shipping channel is 90-km-long and extends from the northern tip of Bribie Island, across Moreton Bay and into the Brisbane River. Photo Peter Budd Photography, courtesy of Port of Brisbane 20 Terra et Aqua | Number 148 | September 2017
Figure 2. Comparison of measured UKC for Safmarine Makutu as predicted by NCOS and the Trigonometric Method. In this context, UKC is defined as the lowest point of the vessel at each time step.
To avoid unnecessarily conservative channel heights in the Northwest Channel exceeded 2 transit was estimated to 0.6 per cent with expansion while still assuring a safe and metres in some places with local wave NCOS. The validation study confirms the NCOS navigable passage, it was decided to utilise directions varying spatially along the channel capability to provide a robust stochastic the software package Nonlinear Channel from East to Northeast. framework for an accurate estimate of vessel Optimisation Simulator (NCOS) in combination The measured and modelled UKC for the UKC response for large container vessels, while with SIMFLEX4. 40-minute-long transit of the Safmarine at the same time giving the Port operator a Makutu through the North West Channel transparent framework for understanding the NCOS enables a comprehensive assessment of were compared (see Figure 2). Measured UKC levels of conservatism applied to assure safe channel deepening requirements based on was calculated as the instantaneously lowest operability within its shipping channel. hundreds of thousands of time domain point on the vessel hull at each time step due simulations spanning several years of vessel to squat, heel, pitch, roll and heave relative to traffic subject to historical temporally and the dashed line. The UKC prediction of NCOS Studying the Channel’s Capacity spatially varying tide, wind and wave is illustrated by a blue, yellow and green line. For the subsequent channel capacity study, conditions. SIMFLEX4 was used for assessing The blue line represents calculated squat, temporal and spatial variations in waves and manoeuvrability constraints utilising matrices while the yellow and green lines present total water levels through the channel was of critical environmental conditions as predicted UKC including squat and wave modelled deterministically over 36 months identified by NCOS. allowance with a 75 per cent and 1 per cent using MIKE 21. The channel bathymetry was exceedance probability, respectively. The incorporated as a high-resolution Charting Safmarine Makutu operational motivation for having two lines is computational mesh with grid cell resolution In order to document the accuracy of NCOS to provide both information of the likely UKC down to 40 metres, each of which represent for the navigation channel, a full-scale UKC profile as well as the extreme value, which the highest point from the underlying survey monitoring campaign was carried out for the would typically govern the safety criteria in dataset. piloting of an inbound container vessel, the channel. Safmarine Makutu, on 6 June 2016. The 277- For UKC assessment purposes, inbound and metre LPP (length between perpendiculars) It is observed how the 75 per cent probability outbound vessel transits were set to vessel is one of the largest container vessels exceedance prediction fits well with actual commence every 30 minutes for each currently frequenting the Port of Brisbane and measurements, while the 1 per cent provides assessed vessel configuration and speed has a draught of 11.3 metres. The transit a consistently conservative buffer compared to profile. Each voyage represented a unique occurred in the wake of a very large swell measured values. The red line illustrates the historical timeline of waves and water level event that hit Australia’s eastern seaboard comparative UKC prediction if using one of variations experienced by each vessel during during June 2016. the more simplistic methods as defined in the transit. The entire shipping channel was ‘Harbour Approach Channels Design included in the model domain (see Figure 3). During the monitored voyage, predicted Guidelines’ (see References). Seven vessels were used to represent the offshore wave heights exceeded 3 metres envelope of shapes, loading conditions and with spectral peak periods of 12.8 seconds Using Equation V, the compounded touch- draughts covered within the 8,500 TEU class. from the East-Southeast. Significant wave bottom risk for the entire 40-minute-long The UKC assessment is based on tracking six An Improved Integrated Approach for Optimising Shipping Channel Capacity for Australian Ports 21
Figure 4. A detailed 3D panel grid is used to represent the full geometry of each vessel. Six points shown as red squares are placed strategically along the vessel hull to track minimum UKC requirements.
passing this section during peak flood. and optimise channel bends and swing basin. All simulations were carried out as full-bridge The 13.6 metres vessel suffers the same simulations in the SmartShip simulator in bottleneck but to a much lesser degree of Brisbane. All vessels were under command by depth constrictions at berth during large ebb Brisbane Marine Pilots and supervised by tides. It is also observed how the operability navigational experts from FORCE Technology. for outbound transits are less than for During the assessment, it was discovered the Figure 3. Illustration of the PoB Shipping channel setup inbound due to the typical relative wave NW2 bend of the channel had to be widened in NCOS. direction in the NW channel during outbound towards the north to accommodate 8,500 transit more frequently coming from the TEU vessels. It was also established that vessel quarter-stern, which causes increased vessel passing could not occur in the NW channel points placed strategically along the vessel hull motions and increasing UKC requirements. with an acceptable safety margin. Turning in (see Figure 4). the existing swing basin was considered safe Capacity Study Results in Clarity to but tight without much margin for error. A SIMULATING VESSEL OPERABILITY Take Action proposed new swing basin was found to FOR EVERY TRANSIT SCENARIO Operability for the 13 metres draughted vessel provide ample space for 8,500 TEU vessel and The total amount of transits simulated was more than 98 per cent even when could be subject to further optimising if exceeded 2.2 million and covered more than limiting speed in the NW channel to 10 knots required. 100,000 unique combinations of (average speed profile). For the 13.6 metres environmental conditions, three passing speed draughted vessel the operability is reduced to Overall, the channel capacity project for Port profiles and two directions. Model outputs a maximum of 96 per cent for inbound and of Brisbane provided the necessary assurance were configured to include the integrated 93 per cent for outbound vessels when for the port that it was indeed possible to probability of an extremity of the vessel limiting speed in the NW channel to 9 knots safely accommodate 8,500 TEU vessels up to momentarily extending less than the specified (slow speed profile). a limit of 13.6 metres draught within their safety margin of 0.5 metres above the seabed. existing channel subject to weather. Very little Based on the extensive scenario matrix, NCOS requirements for dredging would be needed For this study, a safety probability threshold of was utilised to identify critical vessel scenarios thereby providing potentially large cost 1:100 risk exceedance per vessel voyage was which were to be tested in SIMFLEX4 in order savings compared to older conventional adopted for the shipping channel. A to investigate manoeuvrability safety aspects methods used for the assessment. Following probabilistic operability breakdown for the existing channel is presented in relation to the time of the tide at the Brisbane Bar where the vessel transit begins (see Figure 5). Vessel 1 represents a typical 8,500 TEU class with a draught of 13.0 metres, while Vessel 2 represents larger and wider type of 8,500 TEU with a draught of 13.6 metres. Two speed profiles are also considered.
Safe operability for the presented 8,500 TEU vessels is linked to being able to commence transit during the right time of the tide, especially for the deeper draughted Vessel 2 (see Figure 5). For the 13 metres draughted vessel, the only constraining channel Figure 5. Channel capacity as a percentage operability in relation to draught and tide. ‘Avg’ represents an average bottleneck is the NW Channel during speed profile and ‘Slow’ represents a slow speed profile through the channel. Only two of the seven representative energetic wave conditions, which favours vessels are presented due to space restrictions. 22 Terra et Aqua | Number 148 | September 2017
Figure 6. Overall, the channel capacity project for Port of Brisbane provided the necessary assurance for the port that it was indeed possible to safely accommodate 8,500 TEU vessels up to a limit of 13.6 metres draught within their existing channel subject to weather. Very little requirements for dredging would be needed thereby providing potentially large cost savings compared to older conventional methods used for the assessment. Following the completion of the study, the first 8,500 TEU vessel entered the port in December 2016. Photo 2015 Aerial Advantage, courtesy of Port of Brisbane
the completion of the study, the first 8,500 TEU vessel entered the port in December 2016 (see Figure 6).
CASE STUDY: PORT OF GEELONG The Victorian Regional Channels Authority (VRCA) required an investigation of the feasibility of the Geelong channels to provide safe transit for Suezmax tankers to access the Vitol Refinery Pier at the Victoria province’s Port of Geelong. An increase in tanker size from the current Aframax to larger Suezmax was desired to improve the economics of the refineries operations. However, additional dredging to either widen or deepen the channels to cater to the larger Suezmax tankers was not considered feasible at present.
The Geelong channels are approximately 27 kilometres of dredged channel through the sheltered but shallow waters of Corio Bay (see Figure 7). The channels have a width of typically 120 metres and declared depth of 12.3 metres. A small semidiurnal tide with a range of approximately 0.9 metres currently enables a small tidally assisted window for Figure 7. Two Geelong Channels in Corio Bay and the location of ‘The Cut’. An Improved Integrated Approach for Optimising Shipping Channel Capacity for Australian Ports 23
Figure 8. Comparison between measured squat for the Dubai Attraction as predicted by NCOS.
transits of the channels by Aframax tankers of channel geometry parameters to enable the for an inbound transit of the Geelong 115,000 DWT (dead-weight tonnage) and channel blockage factor to be dynamically channels by the Aframax tanker, the Dubai with draughts of up to 11.65 metres. estimated and its subsequent influence on the Attraction (IMO 9422536), compared to the The Geelong channels include a section vessel squat to be simulated. Due to the NCOS squat predictions (see Figure 8). referred to as ‘The Cut’, where the channel is sheltered environment of Corio Bay, wave- incised through very shallow water and is induced vertical motions could be neglected A very good correlation to the measure squat flanked by 10-m-high banks. Through this from the NCOS analysis and UKC modelled as is considered to have been achieved by the reach in particular, the significant blockage a function of draught, squat, tide and NCOS model. It is important to note the effect of the vessel in the channel distorts the bathymetry/channel geometry. influence of ‘The Cut’ on the tankers squat at flow fields around the vessel hull that both the approximate 22 kilometre mark. The increases squat as well as generates a suction To validate the NCOS model and the significant channel blockage through this effect towards the channel banks. schematisation of the restricted channel reach forces the vessel to slow down however As well, a bow-out drift angle is typically geometry and its influence on vessel squat in the squat remains elevated and in fact slightly required to overcome the channel bank particular, the NCOS model of the Geelong increases through this reach, despite the directed sway forces and keep the vessel in channels was compared to measured squat slower vessel speed over ground. the channel’s centre, potentially posing a from instrumented transits of Aframax tankers significant challenge for pilots to navigate. commissioned by the VRCA. Following validation of the NCOS model, approximately 2,700 simulations of inbound Feasibility for Suezmax and Aframax For an example of the bow squat time series transits with the larger Suezmax tanker with a Vessels to Access the Geelong Channel Due to the complexity of the under-keel clearance constraints and interactions on the navigability of ‘The Cut’, the VRCA required an integrated and highly accurate channel optimisation framework to determine the feasibility of bringing in larger Suezmax tankers to the Vitol Refinery Pier without channel widening and dredging works.
A NCOS UKC model of the Geelong Channel was developed to enable the under-keel clearance constraints and associated tidal- assisted transit windows for larger Suezmax tankers of 150,000 DWT and draughts of 12.0 metres to be determined for the existing channels. The tidal dynamics in the NCOS model were derived from detailed two dimensional hydrodynamic modelling results made with MIKE 21.
The NCOS model also included a detailed spatially varying description of the restricted Figure 9. Channel capacity as a percentage operability in relation to the local tide for Aframax and Suezmax tankers. 24 Terra et Aqua | Number 148 | September 2017
draught of 12.0 metres were simulated to formulation as NCOS. This ensured the squat large Suezmax tankers without extensive identify the tidal assisted sailing windows from a and channel blockage characteristics of the channel widening and dredging. It has saved UKC perspective. Suezmax vessel in the SIMFLEX4 simulations significant capital works dredging costs for produced the same UKC and hence the Port client while assisting to improve its The predicted UKC operability as the tidal cycle manoeuvrability margin as predicted economics. dependent percentage for the Suezmax tankers by NCOS. A matrix of full-mission bridge and the Aframax tankers are dually presented navigation simulations, incorporating varying for comparison purposes in Figure 9. wind, visibility speed profiles and tidal current CONCLUSIONS It can be seen that the channel operability is conditions were undertaken for the 12.0 severely constrained for both tankers, with metres draught Suezmax to identify the This article provides a presentation of a maximum operability at approximately 50 per constraints to navigability during the safe UKC novel method for optimising channel cent just one hour before high tide. Due to the transit windows identified by NCOS. capacity for two prominent Australian semidiurnal tides, this effectively equates to a Significant drift angles were initially observed ports to accommodate larger vessels. single, one-hour-long safe UKC transit window sailing the 12.0 metres Suezmax with similar per day for these tankers in the Geelong speed profiles as are currently used for the Full-scale validation campaigns were channels. Aframax and with a strong, 25 knot N wind included to confirm model accuracy and (beam on) scenario. At ‘The Cut’, the addition compare predictions to alternative Safe Sailing Windows through The Cut of the bank forces posed challenges to methods before proceeding with To achieve a similar level of operability for the navigation and significant rudder and engine channel design. Suezmax as the existing Aframax tankers force were required to keep the vessel in the however, a lower manoeuvrability margin of channel and appropriate additional engine The case studies highlighted the 0.95 metres Net UKC was required. The power or steering capacity contingency were importance of a seamless integration of reduced manoeuvrability margin was required not left available (see Figure 10). UKC and manoeuvrability assessments, to offset both the increase draught as well as which helped to identify and manage the additional squat predicted through ‘The Subsequent simulations through ‘The Cut’ several significant complex aspects Cut’ due to the increased channel blockage with the reduced wind speed scenarios and affecting vessel response hydrodynamics created by the Suezmax. Reducing the Net sailing speeds of approximately 6.5 knots for each port and allowed for a robust UKC margin can reduce the vessel's response provided much more capacity for and transparent platform for optimising to the rudder and the ability of the pilots to manoeuvring. It was ultimately deemed channel design. counter the bank suction effects through ‘The feasible to bring in Suezmax tankers up to Cut’. 12.0 metres into the existing channels. The ability to bring in Suezmax tankers is however REFERENCES To assess the navigability of ‘The Cut’ during subject to the tighter UKC sailing windows the identified safe sailing windows predicted identified by NCOS and the vessel speed and Mortensen, S. B., Jensen, B. T., & Nave, R. by NCOS with the larger Suezmax vessel and wind condition scenario constraints identified (2016). A Nonlinear Channel Optimization reduced manoeuvrability margin, a series of by the SIMFLEX4 simulations to manage the Simulation Framework for Port of Brisbane full-bridge ship simulations in SIMFLEX4 were bank suction effects through ‘The Cut’. The Australia. PIANC COPEDEC Conference undertaken. The SIMFLEX4 simulation model integrated channel capacity modelling Proceedings. was driven with exactly the same high- undertaken on behalf of the VRCA is resolution channel bathymetry/geometry considered to have provided the highly PIANC Report No. 121 - 2014, Harbour model, two dimensional tidal water level and accurate and robust analysis demanded to Approach Channels - Design Guidelines. current modelling outputs, and squat provide the confidence required to bring in (2014). PIANC Secrétariat Général.
Figure 10. SIMFLEX4 Vessel Track models transit of ‘The Cut’ for high and moderate wind scenarios for the 12.0 metres Suezmax. 13 Nominations in the Running for IADC’s Safety Award 2017 25
13 NOMINATIONS IN THE RUNNING FOR IADC’S SAFETY AWARD 2017
INTRODUCTION dredging industry. Its conferment commends ‘SAFE MOORING exceptional safety performance demonstrated OPERATIONS’ VIDEO The International Association of Dredging by either a project or product as well as Companies (IADC) is a global organisation for individual employee or a team working on a PENTA-OCEAN CONSTRUCTION CO., contractors in the dredging industry with over vessel, working site or office environment. LTD. AND HYUNDAI ENGINEERING & 100 main and associated members. To CONSTRUCTION (HDEC) promote safety awareness on the job, IADC With the submission of entries closed on 31 formed a Safety Committee comprised of May, the IADC enthusiastically unveils all 13 QHSE experts. meritorious nominations in the running to receive the Safety Award 2017. In 2014, the committee initiated a ‘Charter of Best Practices’ which acknowledged the need for its members to establish common WHY A SAFETY AWARD? standards and maintain a high level of conduct in their worldwide operations, Led by Mr Heo Eun-Jin, a team produced the training safeguarding their employees and the • Encourage the development of video Safe Mooring Operations to show employees continuous improvement in guaranteeing a safety skills on the job and up-to-date regulations and standards in local languages safe and healthy work environment. safety awareness before commencing a joint venture. Companies have remained committed to eliminating work-related accidents and • Make work safer Prior to their collaboration on the Tuas Finger incidents. One Project in Singapore, Penta-Ocean • Reward people and companies Construction Co., Ltd. (POC) and Hyundai Shortly after, the Safety Award was launched who make it possible to work Engineering & Construction (HDEC) to promote the development safety skills safer demonstrated their commitment to enhancing throughout the dredging industry, recognising and ensuring safety in the dredging sector. A individuals, teams and companies • Reward those who demonstrate team led by Mr Heo Eun-Jin produced the demonstrating diligence in safety awareness special diligence in safety training video Safe Mooring Operations, in the execution of their profession. awareness in performing their complete with up-to-date regulations and profession standards in local languages and then showed Soon to be given for the second time, the employees before work commenced. annual award is a relevant accolade for all During the coastal land reclamation project’s companies engaging in activities related to the timeline, with all mooring-related hazards still 26 Terra et Aqua | Number 148 | September 2017
present, zero accidents were reported in HATCH COVERS FOR DECK secures the stanchion, the add-on can be relation to mooring. In addition to creating a HATCHES removed if the need arises, making the conducive working environment for all workers, solution easy to use. Older vessels in the Jan an unexpected and favourable outcome was JAN DE NUL GROUP De Nul fleet have been retrofitted with the the positive reaction from auditors and clients. stanchions making for a sustainable solution. Translated into the various languages of viewers, the audio-visual presentation method JAN DE NUL GROUP designates people and proved to be effective and can be utilised for global expertise as the corner stones of its many aspects of a project’s safety concerns. phenomenal success. Thanks to its skilled employees and the world’s most modern HYUNDAI ENGINEERING & fleet, Jan De Nul Group is a leading expert in CONSTRUCTION CO., LTD. was founded in dredging and marine construction activities, as 1947 and has been Korea’s leading land well as in specialised services for the offshore development and construction industries, industry of oil, gas and renewable energy. The continuously ranking first in domestic combination with its civil engineering and construction capability evaluations. HYUNDAI environmental activities renders the Group E&C works abroad and offers total engineering complete. Our professional and innovative solutions encompassing design, engineering solutions are trusted across the industry. and operations. The division also carries out Whether it concerns the construction of the such projects as dredging monitoring, new locks in the Panama Canal or a new port environmental dredging, LNG receiving complex in Western Australia, together with terminals, LNG supply pipelines, multi-purpose our customers, we build for further social and water gate facilities, and integrated steel economic development, being mindful of the works. HYUNDAI E&C is committed to environment. developing safe and environmentally friendly technologies, increasing investments in safety Find more information at: and the environment, and developing http://www.jandenul.com
Find more information at: http://en.hdec.kr 4 POINTS OF ATTENTION Falling down an unprotected and open hatch presents PLAN PENTA-OCEAN started business in 1896 in high potential for a fatal injury, therefore the crew of Hiroshima, Japan as a marine contractor. Over the trailing suction hopper dredger Capitan Nuñez ROYAL IHC the last 100 years, the company has pursued added stationary stanchions secured with safety pins to advanced technologies which provide solutions safeguard the openings. to civil, marine and architectural engineering projects associated with urban growth and the When a low deck hatch is in the process of environment. Penta-Ocean offers a total opening, it quickly becomes a dangerous engineering approach, integrating both situation. Falling down an unprotected and hardware and software. It is committed to open hatch presents high potential for a fatal customer satisfaction, including excellent post- injury. While new vessels have already delivery service, and the highest standards of eliminated this danger by adding waist-high safety and environmental awareness. Penta- coamings around hatch openings, crews on Ocean has pioneered construction and older vessels are still vulnerable. The 4 Points of Attention Plan is a policy of weekly maintenance systems in harmony with the assessments covering four high-risk working areas. The natural environment underscoring state-of-the- While many types of ad-hoc barriers have policy engages individuals within many levels of the art technologies and ecologically friendly been created to resolve the issue throughout company, starting with employee assessment of weekly methods. The company’s track record includes the dredging industry, the crew of the trailing performance, implementation of changes among all internationally acclaimed civil-marine projects, suction hopper dredger Capitan Nuñez found parties, confirmation of compliance with the Safety offshore energy and resource-related an innovative answer to the problem: Department and reporting results to senior structures, roads, tunnels and high-rise multi- stationary stanchionsSurrounding the deck management. purpose buildings. hatch, the stanchion makes the area surrounding the opening safer, whether it is To improve daily safety operations on its Find more information at: in the open or closed position, or anywhere in shipyards, Royal IHC tasked a multi-disciplinary http://www.penta-ocean.co.jp between. By removing the safety pin which team of representatives from senior and 13 Nominations in the Running for IADC’s Safety Award 2017 27
operational management, the work floor and HEALTH, SAFETY AND professionals who are passionate about water Safety Department with identifying high-risk ENVIRONMENT RISK and technology. Marine ingenuity is what sets working areas: safe working at height on MANAGEMENT TOOL Van Oord apart. In just two words, we show scaffolding, orderliness and cleanliness by in the clearest possible terms what we do, proper housekeeping, safe use of certified VAN OORD how we do it, and what makes us different. A tools and equipment and personal protective passionate, smart, shrewd, international equipment compliance. Entitled the 4 Points marine contractor – that is how we see of Attention Plan, a policy of weekly ourselves. We find innovative solutions assessments covering these four areas was designed to meet our clients’ and business issued company-wide. partners’ challenges.
Employees must individually assess the week’s Find more information at: performance – on a scale of one (poor) to ten https://www.vanoord.com (excellent) – in advance of an operational meeting held every Friday. By 7:30 Monday Used to train operational personnel, Van Oord’s morning, an individual must implement all PowerPoint-powered tool divides the subjects of risk MOORING ACTUATOR discussed changes which are then checked by management into modules which display information the Safety Department for compliance and through a combination of audio, photos and text. BOSKALIS finally the results are reported to senior management. Risk management is the basis of work done by Van Oord’s employees and the term itself Based on the reduction of incidents, the immediately is associated with being a desired result of increased safety awareness complicated and time-consuming task. To and an instilled culture of individual stamp out the negative association and turn accountability and responsibility were the burden into a simpler task, an interactive produced by the weekly assessment process tool was developed to present information in motivated by its reward system. both a practical and understandable manner.
ROYAL IHC enables its customers to execute Divided into modules, the PowerPoint- After a steel ball is ‘caught’ by the U-shaped bollard complex projects from sea level to ocean floor powered tool displays a combination of audio, along a barge’s edge, a Constant Tension winch rolls up in the most challenging of maritime photos and text to train operational personnel the line, providing increased stability to the barge. environments. We are a reliable supplier of on the subject of risk management. Feedback innovative and efficient equipment, vessels given at the conclusion of each training has Secured to a backhoe’s bollards with heavy and services for the offshore, dredging and been positive, showing that text-heavy lines, a barge assists with the transport of wet mining markets. With a history steeped in formats are no longer the preferred format material dredged by the backhoe. Dutch shipbuilding since the mid-17th for consuming information. By displaying Conventionally, two crew members must drag century, we have in-depth knowledge and important instructions or material in an and manoeuvre the heavy lines, manually expertise of engineering and manufacturing efficient way, employees are more receptive mooring the separate units alongside each high-performance integrated vessels and to the information no matter what the subject other. During the loading of material, the equipment, and providing sustainable services. and this leads to a safer working environment. barge lowers into the water, requiring the lines to be incrementally paid out, and all the From our head office in The Netherlands and VAN OORD is a leading international EPC while the risk of line breakage is omnipresent. with more than 2,700 employees working contractor specialising in dredging, marine Mooring is a time-costly and injury-prone from sites and offices on a global basis, we engineering and offshore projects (oil, gas and procedure. In its quest for a safer, more are able to ensure a local presence and wind). We are an innovative partner for our economical and faster alternative, Boskalis support on every continent. With our clients and, for over one hundred years, have devised the Mooring Actuator, an automated commitment to technological innovation, we been helping to create the infrastructure for twist on the process. A backhoe is fitted out strive to continuously meet the specific needs the world of tomorrow. Van Oord is a Dutch- with two rotating arms from which two steel of each customer in a rapidly evolving world. based, independent family business, which is balls are suspended from chains. characterised by visible leadership, long-term Find more information at: vision and a sound financial position. Placed along the barge’s edge, U-shaped https://www.royalihc.com Substantial investments in people and bollards catch the approaching steel balls. equipment are made with great care to Working a safe distance away from the ‘line ensure the continuity of our business. Our of fire’, one crew member uses a remote staff are committed, entrepreneurial control to moor the dredger and barge by 28 Terra et Aqua | Number 148 | September 2017
swivelling the arms to set the steel balls inside CCTV-SYSTEM some already with basic outfitting – quick the U-shaped bollards. Once secured, delivery times can be guaranteed. By especially developed Constant Tension DAMEN SHIPREPAIR cooperating on a large scale, the company is winches begin to roll up the lines, providing able to streamline its activities and realise increased stability to the barge than was objectives such as safe working conditions, possible before the Mooring Actuator. The competitive prices, short lead times, high amount of time it takes to execute the quality workmanship and an overall reliability mooring process is reduced by ten minutes through its service. and crew safety during the activity increases for good. Find more information at: http://www.damenshiprepair.com ROYAL BOSKALIS WESTMINSTER N.V. is a leading global services provider operating in the dredging, maritime infrastructure and CONTROLLED CONNECTION maritime services sectors. We provide creative A 24/7 surveillance system makes it possible for one OF FLOATING PIPELINES and innovative all-round solutions to person is able to monitor all 20 high-risk locations from infrastructural challenges in the maritime, a Mobile Command Unit, requiring less static safety JAN DE NUL GROUP coastal and delta regions of the world with consultants on site. the construction and maintenance of ports and waterways, land reclamation, coastal In an effort to reduce the dangers to crew defense and riverbank protection. In addition, both inside and outside a vessel, Damen we offer a wide variety of marine services and Shiprepair entrusted a CCTV-system (installed contracting for the offshore energy sector by RBC Industrial & Maritime safety) with including subsea, heavy transport, lift and overseeing activities taking place in high-risk installation (through Boskalis Offshore and locations, including the engine, pump and Dockwise) and towage and salvage (through turret rooms as well as confined spaces. SMIT). Running 24 hours a day, 7 days a week, Damen’s linked camera surveillance, access Boskalis also has strategic partnerships in the control, gas detection, audio/visual alarm and A pair of catamaran pontoons hold the connection ends Middle East (Archirodon) and in terminal open radio transmission system lets one of the floating pipeline strings. services (Smit Lamnalco). With a versatile fleet person continuously monitor 20 high-risk of over 1,100 units we operate in around 75 locations all at once from a Mobile Command The manual process of connecting floating countries across six continents. Including a Unit, detecting and acting upon hazards as pipelines has always been a risky task. Calm share in partnerships, Boskalis has around they arise, in real time. water conditions and competent skippers, 15,600 employees. deckhands and crane operators are required At the onset, hazardous situations increased to prevent possible incidents or injuries. Jan Find more information at: significantly but with this information, Damen De Nul Group developed the controlled https://boskalis.com was able to improve the safety management alternative following multiple technical system and guarantee worker’s safety. The reviews and trials with crew. The connection cameras will soon be wireless, but until then ends of the floating pipeline strings are set up the installation needs a 220V power source within a pair of catamaran pontoons. and cable to connect with the central Between the Cutter Suction Dredger and supervision unit. The system reduces floating pipelines, the connection process operational costs by 20 to 50 per cent by involves an especially-engineered tool in the requiring less static safety consultants on site. pipe ring’s lug to keep the ring straight while a fibre rope pulls the ends of the pipelines DAMEN SHIPREPAIR & CONVERSION has closer. The ends are secured together with a decades of experience in repair, conversion, hydraulic quick fit connection. maintenance, refit and harbour & voyage projects, completing more than 1,500 jobs With the process limited by 120 metre-long annually for all types of vessels and platforms. pipeline strings at the end of pontoons, the In addition, Damen Shipyards Group delivers result is easier access within the pontoon up to 180 vessels each year and has built work space, leading to better project planning more than 6,000 ships since 1969. By and reduced risk of open water operations. maintaining an average stock of 200 hulls – Although the overall system is 10 per cent 13 Nominations in the Running for IADC’s Safety Award 2017 29
more expensive, the combination of reducing Awareness and Training Program for enhanced the handling and transport of interrupted production periods due to bad Supervisors & Foreman as well as the HSE dredge pipes by means of three techniques: weather conditions and employee accidents pocket book which can be easily taken on site the use of Dhatec cradles, modular spreaders has led to its welcomed reception by crew in visits and includes diagrams, policies, a STOP and C-pipe hooks in combination with soft field operations. Ongoing tests and user card for observations and a Site Walk-through slings. The combination of all three changes feedback have already led to planned Check List. Following SHIP’s implementation, improves efficiency of the job, safety during innovations such as making the process observational reporting by project and the handling and transport, and both the remote controllable and using solar-powered technical personnel is on track to exceed a 27 safety and ergonomics for riggers. The Dhatec hydraulic packs for added efficiency and per cent improvement. cradles are mounted on the truck platform – sustainability. adjustable to the pipeline diameter – and with NATIONAL MARINE DREDGING COMPANY lashing straps the load is secured on the truck. Find more information at: operates out of a fully equipped yard in Abu The C-pipe hooks are attached to a soft sling http://www.jandenul.com Dhabi with state-of-the-art workshops and a which makes it safer and ergonomically easier 300-metre jetty. NMDC aspires to become a for the rigger to handle. leading Marine Contractor in the ME region. SUPERVISOR HEALTH AND The core activities are Dredging and And thanks to the use of the spreader beam, SAFETY PERFORMANCE Reclamation works. NMDC aims to become a the soft slings with attached C-pipe hooks are IMPROVEMENT PROGRAM full-fledged Marine Contractor including civil positioned optimally by using taglines so that marine, and off-shore activities. With a well- the riggers can easily attach the load from the NATIONAL MARINE DREDGING planned expansion of the dredging fleet and ground. The revised method is being COMPANY backed by a restructuring of its internal implemented across Jan De Nul’s global processes to improve on quality, marketing activities as it has proven to be beneficial to and talent acquisition, NMDC is set for the all parties associated with pipeline transport. next quantum leap. Quality, Health, Safety and Environment (QHSE) has been extensively Find more information at: promoted as a corporate culture within the http://www.jandenul.com organisation.
Find more information at: PLASTIC BOMB GRID http://www.nmdc.com SHIP intends to establish a standard measure for safety BOSKALIS awareness in working environments as well as increase staff reporting of incidents over a minimum period of TRANSPORT OF PIPELINES four years. OPTIMISATION
To promote the ‘safety first’ mentality among JAN DE NUL GROUP all of its employees, management of National Marine Dredging Company (NMDC) launched the Supervisor Health and Safety Performance Improvement Program (SHIP) in 2016. The programme’s goal was to establish a standard measure for safety awareness in working environments and increase the staff reporting Weighing 15 kilos, a plastic bomb grid is a lightweight of incidents through the introduction of four alternative to its steel predecessor with the added easily accessible tools over a minimum period benefit of a hassle-free installation which takes just 30 of four years. minutes. The collective use of Dhatec cradles, modular spreaders Two tools are the Health, Safety and and C-pipe hooks in combination with soft slings The presence of unexploded ordnance (UXO) Environment (HSE) supervisory campaign and improves safety during handling and transport, and the high risk of explosions is a pervasive a personal HSE performance action efficiency of the job, and both the safety and hazard to dredging activities. To minimise programme, the latter of which lets ergonomics for riggers damage which can be caused to a hopper employees tailor their activities in either dredger’s drag head, a steel bomb grid is electronic or hard copy format so a supervisor A common activity on reclamation sites and mounted to prevent UXOs from entering the can check and confirm and individual’s logistics yards is the transport of landlines suction pipe during operation. Weighing in at compliance. The final two tools are the HSE with trucks. Jan De Nul Group optimised and a whopping 80 kilos, the attachment is 30 Terra et Aqua | Number 148 | September 2017
cumbersome to install, taking between three Knowing if a wave is coming with enough MANHOLE VENTILATION and four hours to secure. This is especially lead time is critical to be able to plan ahead AND COVER problematic since frequent cleaning is and reduce risk in operations such as necessary throughout operation. Searching for personnel transfer between ships and JAN DE NUL GROUP a better solution, a works manager from structures, the lifting of equipment and goods Boskalis consulted knowledgeable captains between ships and platform or subsea and crew. structures, and helicopter operations.
The solution emerged to swap out steel for Next Ocean developed a wave prediction plastic, the grid’s weight was trimmed down technology which has been proven in field to 15 kilos. The lightweight substitute offers a tests to give an average of 140 seconds hassle-free installation, and takes a mere 30 notice. Raw radar video plugs into a vessel’s minutes to install. Although three times more own navigation radar system and scans the expensive to manufacture, the plastic sea surface surrounding the ship for a radius alternative reduces the amount of time and of a few miles. An algorithm generates a injuries associated with the installation complete model of the sea surface and wave process. disturbances are translated into the ship’s Additionally, cutting down a vessel’s weight reaction in terms of movements. equates to more sand in its hopper, making plastic bomb grids a much more favourable The information is sent to a traffic light cost-effective choice both in terms of bottom system, displaying green when operating line and performance. conditions are ideal and red when workers should stop and prepare for a severe wave Find more information at: event. With minutes of advanced notice, crew https://boskalis.com are given enough time to react, for example When left open to ventilate tanks, a deck’s manholes lifting spud piles to prevent damage during presents a safety hazard to crew but with stanchions the project, preventing what would be a mounted over the manhole, the cover is held in place in WAVE PREDICTOR costly and time-consuming endeavour. The the opened position. predictor system’s adage of ‘Less Risk, More NEXT OCEAN Uptime’ is a clear-cut advantage to the A deck’s manholes which have been left open dredging industry. to ventilate tanks presents a safety hazard to crew. Not to mention the tank becomes a NEXT OCEAN is a start-up with roots at TU receptacle for dropped objects and the loose Delft. Next Ocean’s recent research led to the cover lies around, taking up valuable deck development of a technology which enables space. The crew of Jan De Nul Group’s trailing the prediction of waves before reaching a ship suction hopper dredger Capitan Nuñez by monitoring the surrounding wave field optimised the pervasive situation with a with standard navigation radar. covering which allows ventilation without wasting additional space. Stanchions are Next Ocean provides on-board wave and mounted over the manhole to hold the cover Next Ocean developed a wave prediction technology wave-induced ship motion prediction in order in place in the opened position. When the which has been proven in field tests to give an average to reduce risks and increase uptime for cover needs to be removed, an extension of 140 seconds notice, reducing risk in operations such offshore operations. In order to enter the ladder with railings fits onto the bolts of the as the lifting of equipment and goods between ships market, Next Ocean needs to build a track removed cover. and platform or subsea structures. Allseas was the first record. The envisioned way to do this is by customer to implement the technology in its activities. offering a low CAPEX and low-risk Employees can then enter the enclosed space opportunity for clients to use the prediction without hindering the use of a rescue tripod. Irregular and unpredictable, severe waves technology on board: with an easy-to-install When not in use, confined space equipment is have a detrimental impact on the safe and set-up hardware and software which can conveniently stored in a box on deck. The execution of offshore operations. A statistical be rented on project basis. recurring hazard of unsealed manholes on the approach can determine the probability of a decks of many vessels can be resolved with limiting wave event but even in safe Find more information at: this single solution. conditions, the possibility of a high wave https://www.nwo.nl/en/research-and-results/ which endangers people, environment and research-projects/i/32/28032.html Find more information at: equipment is always there. http://www.jandenul.com 13 Nominations in the Running for IADC’s Safety Award 2017 31
WORLDWIDE SAFETY STAND DEME GROUP is a Belgian dredging and DOWN hydraulic engineering group which has won a STAY TUNED prominent position on the world market in a DEME GROUP number of highly specialised and complex In September 2017, the IADC Board of hydraulic disciplines. The company fosters a Directors will reveal the winner of this strong innovative approach throughout its year’s Safety Award at the IADC Annual history and has executed major works of General Meeting in Marseille, France. marine engineering infrastructure such as new The victorious nomination will be ports, waterways, airports and artificial islands featured in greater detail in Terra et on all continents. In support of its dredging Aqua December 2017 issue. activities, DEME has become a global solutions provider developing a whole range of new activities in the field of energy and mining WANT TO BE such as installation of offshore wind farms CONSIDERED FOR NEXT DEME’s CEO temporarily and simultaneously halted all and sea aggregate winning. YEAR’S AWARD? of DEME’s field and office operations around the world on Thursday 30 March 2017. At the conclusion of the DEME has created a worldwide network of The Safety Award invites submissions two hour duration, each employee signed a personal branch offices and agencies. DEME companies from all companies participating in the Safety Charter in an effort to empower individuals to can rely on a permanent workforce of 4,200 dredging industry to submit safety- stop any unsafe or unprepared job. dedicated people and a fleet of 90 main related innovations. There is no limit to vessels backed by a broad range of auxiliary the amount of submissions per DEME actively addresses safety and since equipment. DEME offers global solutions for company for consideration in the 2008, its safety department has dedicated tomorrow’s needs. selection process. itself to instil a company-wide ‘Safety Culture’ through its self-initiated cultural and Find more information at: For further information visit: behavioural safety programme ‘Colleagues, http://www.deme-group.com https://www.iadc-dredging.com/en/46/ Help Injuries to Leave DEME’ (CHILD). After awards/safety-award eight years, the initiative was taken to the next level with CHILD5, which emphasises four pillars necessary for safety: engagement, collaboration, communication and leadership. One of the programme’s noteworthy components was the Worldwide Safety Stand Down.
On Thursday 30 March 2017, DEME’s CEO simultaneously halted all of DEME’s field and office operations around the world for two hours. During the long time frame, every DEME employee, as well as many independent contractors working on stopped projects, watched a video which presented a recent incident and detailed the results of an investigation into its causes. A refresher video of the CEO’s ‘Stop Work Authority’ followed in an effort to empower employees to stop any unsafe or unprepared job. Afterwards, employees used a tool called Hazard Hunt to identify unsafe conditions in their working area and at the conclusion of the two hours, signed a personal Safety Charter. Although the event involved monumental costs and resources in terms of planning and execution, its disruptive approach has led to a significant decline in incidents ever since. 32 Terra et Aqua | Number 148 | September 2017 BOOKS / PERIODICALS REVIEWED
Van der Meer DESIGN AND CONSTRUCTION OF describe the behaviour of these berms: hardly reshaping (HR), partly Modern design of berm breakwaters began about thirty years ago. However, to date, there Sigurdarson Advanced Series on Ocean Engineering — Volume ？？ has been a lack of a well-established, formal design methodology on berm breakwaters. The authors Dr Jentsje van der Meer and Sigurdur Sigurdarson combine over 40 years of BERM BREAKWATERS reshaping (PR), and fully reshaping (FR). The first two can be described collective experience working with breakwaters to put forwarded a design framework in Design and Construction of Berm Breakwaters; covering the science and design practices of berm breakwater structures. The original design consisted of mass armoured berms that reshaped into statically stable S-shaped slopes. The design was adopted in Iceland DESIGN AND BY JENTSJE VAN DER MEER AND SIGURDUR as statically stable (description mainly by damage and some recession) and eventually led to a development with more stable structures by using available rock sizes, large rock, and more rock gradings than just “small rock (core)” and “large rock CONSTRUCTION DESIGN AND (berm)”. This more stable and only partly reshaping structure is called the Icelandic-type CONSTRUCTION OF berm breakwater. OF BERM BREAKWATERS SIGURDARSON while the fully reshaping berm breakwater is potentially unstable Written for researchers and practitioners, the volume consists of chapters on geometrical designs of the berm breakwater cross-section, including berm reshaping and wave BERM BREAKWATERS overtopping, quarry and project management, as well as blasting and sorting techniques, Published by World Scientific. 2017. directly after construction, but the reshaped profile is statically stable. designs for various wave conditions and available rock classes, and case studies of already constructed berm breakwaters. Volume 40. 329 pp. 159 mm x 235 The classification gives stability numbers, damage and recession for About the Authors
Dr Jentsje van der Meer is a well-known expert in appraisal, design, and testing of breakwaters and coastal structures; including levees, dikes, embankments, seawalls, mm. In English. Illustrated in full each type of berm breakwater. breakwaters, groynes, revetments, shingle beaches and river dikes. His work on rubble mound structures has been included in all manuals all over the world. He has worked at Delft Hydraulics, now Deltares, a well-known institute on specialised consulting and research of water related issues, for 16 years. For ten years he had a position at Infram International, colour. $138. ISBN 978-981-4749- a private consultant for infrastructure appraisal and management, where he exploited his experience in specialized consultancy and research. In 2007 he started his own company, Van der Meer Consulting BV, on Coastal Engineering Consultancy & Research. In 2014, he became a part time professor of Coastal Structures and Ports at UNESCO-IHE, Delft, The 60-2 For predicting the recession of each type of berm breakwater, a new Netherlands, with also a 0-fte position at Delft University of Technology.
Sigurdur Sigurdarson has over 30 years of experience as a coastal and harbour engineer, both in Iceland, as well as internationally, working on breakwater projects in four continents. method is described. The stability number Hs/∆Dn is used as its basis His main emphasis has been on coastal structures, including breakwaters, revetments and 50 groynes. He has been involved in all aspects from planning of structures, establishment of environmental load and design criteria, design, model testing and armourstone quarry evaluation, through to tendering, construction management, supervision of construction Although the modern design of berm and the influence of wave period has been proven to be hardly at all or and quarrying, as well as performance monitoring. Through a number of breakwater Jentsje van der Meer Meer projects, he has developed and introduced the Icelandic-type berm breakwater. Sigurdarson Sigurdarson established the IceBreak Consulting Engineers, which specialises in breakwaters and breakwaters began thirty years ago, a non-existent. Geometrical aspects such as lower slope, berm level and armourstone quarrying, in 2010. Sigurdur Sigurdarson design methodology for the structures toe depth on influence of recession are described. The functional World Scientific ISBN 978-981-4749-60-2 www.worldscientific.com World Scientific 9936 hc ISSN 1793-074X had not been formalised. Dr Jentsje behaviour of berm breakwaters – including wave overtopping, van der Meer and Sigurdur reflection and transmission – is treated with current design formulae. Sigurdarson fuse their 40 years of collective experience to co-author Design and Construction of Berm The results of research have led to the description of the behaviour of Breakwaters. The book introduces a design framework for berm breakwater berm breakwaters and practical approaches to their design and structures with knowledge accrued from the authors’ contributions to over construction. This work comes together in Chapter 8 which offers thirty berm breakwaters all over the world. practical design guidance on how to design a berm breakwater for various design wave conditions and available rock classes. The final In this 40th volume of the Advanced Series on Ocean Engineering, the chapter recounts existing examples of berm breakwaters and the results scientific experience of Dr Jentsje van der Meer (Van der Meer since their original construction. Consulting BV and UNESCO-IHE of the Netherlands) is united with the practical experience of Sigurdur Sigurdarson (IceBreak Consulting For further information see: Engineers of Iceland) to formulate a framework to design and construct http://www.worldscientific.com/worldscibooks/10.1142/9936 berm breakwaters. While written for practical designers, the publication is validated with scientific background for hydraulic modellers and researchers. ONLINE AND INTERACTIVE: FACTS ABOUT BUILDING WITH NATURE In the recent past, designs were mass armoured berms reshaped into statically stable S-shaped slopes. At first, this form was adopted in Iceland, but gradually developed through the use of more stable Building with Nature (BwN) is a design philosophy which uses structures. Through the inclusion of available rock sizes – with grades natural processes (ecosystem services) to realise structures and outside of small rock (core) and large rock (berm) – a more stable and create benefits for both society and nature. The issue discusses only partly reshaped structure emerged, becoming known as the BwN’s concept, step-by-step approach and principles as applied Icelandic-type berm breakwater. to coastal zone management projects.
Geometrical designs of the berm breakwater cross-section are explained BwN concepts are typical multipurpose designs which combine a and include berm reshaping and wave overtopping, quarry and project project's socio-economic purposes with an optimised performance management, blasting and sorting techniques, designs for various wave on the ecological system for a holistic approach. When based on conditions and available rock classes, and case studies of already the BwN approach, marine infrastructure development can be constructed berm breakwaters. The book’s contents include: carried out adaptively, in line with natural dynamics systematically • History of Modern Berm Breakwaters seeking win-win solutions. This leads not only to cost- • Classification and Types of Berm Breakwaters effectiveness and flexibility, but also to a net environmental gain. • Predicting Stability and Reshaping • Functional Behaviour: Wave Overtopping, Reflection and Transmission The Facts About series is an initiative by the International • Geometrical Design of the Cross-section Association of Dredging Companies (IADC) to distribute up-to- • Armourstone and Quarrying date information on various maritime construction and dredging • Construction subjects. • Geometrical Design into Practice, Examples • Constructed Examples Download the PDF at: https://www.iadc-dredging.com/en/84/dredging/facts-about/ A classification of berm breakwaters is introduced with three classes to Seminars / Conferences / Events 33 SEMINARS / CONFERENCES / EVENTS
8TH INTERNATIONAL PIANC-SMART RIVERS the role of dredging contractors, the question becomes: What business CONFERENCE strategies are emerging and what makes the dredging industry future- 18-21 SEPTEMBER 2017 proof? PITTSBURGH, PENNSYLVANIA, USA The two-day-long programme is aimed at C-level executives, managing Set to take place at the convergence of Pittsburgh’s three rivers, the directors, strategy directors, decision-makers and influencers within 8th International PIANC-SMART Rivers Conference is a biennial forum ministries, port authorities, and dredging contractors, engineering for members of the river transport industry to benchmark best practices companies, supply chain companies and consultants. The fee for two for inland waterways and to better integrate inland waterborne days of technical and networking programmes is €495 with special transport into the global supply chain. During the four-day-long event, discounts given to students and non-profit organisations. there will be technical presentations and short courses dedicated to the more current developments in science and information on navigation For further information about the conference visit: technology and opportunities for networking. http://www.dredgingconference.com
Previously entitled the ‘Strategic Maritime Asset Research and Transformation for 21st Century River Systems’, the PIANC-SMART CEDA DREDGING DAYS 2017 Rivers Conference began in 2004 as a collaboration between US and 9-10 NOVEMBER 2017 Europe-based partners. In October 2005, Pittsburgh served as the first ROTTERDAM AHOY host of the conference making this edition’s return to the ‘City of ROTTERDAM, THE NETHERLANDS Three Rivers’ a befitting one. CEDA Dredging Days 2017, the trademark conference of the Central Participants and presenters will share their experiences, practices and Dredging Association (CEDA), will focus on novel solutions and innovations. In addition to sitting in on keynotes by speakers from approaches demonstrated by dredging projects in either marine or around the world, attendees will be able to partake in plenary sessions, freshwater environments which fulfil their primary functional concurrent technical session tracks, industry exhibitions as well as requirement as well as add value to the environment, economy and technical and cultural tours. society.
For further information about the conference visit: First organised in 1980, CEDA Dredging Days has established itself as https://pianc.sites.usa.gov/pianc-smart-rivers-2017-conference the foremost international dredging conference in CEDA’s region of Africa, Europe and the Middle East. It is a well-known and valued forum for leading researchers and industry experts to discuss dredging DREDGING TODAY CONFERENCE 2017 challenges, solutions, and experiences. Traditionally organised biennially 9-10 OCTOBER 2017 in conjunction with the Europort Maritime exhibition, the conference RAI EXHIBITION & CONFERENCE CENTRE takes place at Ahoy Rotterdam. Through its regional or national AMSTERDAM, THE NETHERLANDS branches, CEDA also organises additional conferences at various international locations. The world in which the dredging industry operates is continuously in flux. Factors contributing to this dynamic industry landscape are climate CEDA Dredging Days is well-attended by scientists and practitioners change, global trade developments and shifts in the world’s energy from diverse sectors including port, coastal and environmental mix, to name a few. authorities, environmental organisations, conservation bodies, dredging contractors, consultants, designers and builders of dredging or ancillary The topic of climate change on its own is relevant to the dredging equipment, owners of infrastructure projects, regulators, and academic industry. Sea level rise, an increase in storms and floods in combination and research institutions. In addition to a keynote address given by with population growth leads to urban development in low-lying IADC’s President Frank Verhoeven, the two-day-long event’s coastal areas around the world which are more vulnerable to climate programme includes technical sessions on Environment and change’s effects. Many questions remain unanswered: Where will the Monitoring, Developments in Instrumentation, Innovative Solutions, effects of climate change be felt the most and what public funds are and Sustainable Working Method and Equipment as well as an available to pay for solutions to protect vulnerable regions? The Academic Session, Interactive Session: contractual problems and how execution of dredging and marine infrastructure work is vital. to avoid them occurring and Young CEDA Pitch Talks. IADC will bestow the Young Author Award upon an author under 35 years of The first Dredging Today Conference 2017 will present a forward- age for the best conference paper. looking agenda with attention for business rather than technology under the overarching theme of ‘Changing Climate, Resilient Business’. For further information about the conference visit: With observed changes in client demands and their resulting impact on https://cedaconferences.org 34 Terra et Aqua | Number 148 | September 2017 SEMINARS / CONFERENCES / EVENTS DPC INNOVATION AWARDS 2017 29 NOVEMBER 2017 Through participation in plenary sessions, workshops and parallel LONDON, UK sessions, attendees will explore the maritime cross-sector topics of marine pollution, ocean industry projections and the future of the The annual event highlights innovation and excellence in the maritime ocean economy, climate change and ocean acidification, sustainable industry, especially the sector of dredging and port construction. With fishing and aquaculture. the industry impacted by recession and regulation, Dredging and Port Construction (DPC) believes in the importance of recognising For further information about the conference visit: companies and individuals changing the industry with ideas, equipment https://sustainableoceansummit.org or processes.
The event intends to highlight the industry’s healthy innovation and its problem-solving workforce and cutting-edge technology. A black-tie dinner is followed by the award ceremony, after which the guests may network and mingle. Sixteen awards are grouped under three headline CALL FOR PAPERS categories of Dredging Innovation Awards, Port Innovation Awards and People Awards. 34TH PIANC WORLD CONGRESS 7-12 MAY 2018 The jury includes Rijkswaterstaat Cost Estimator Bert Visser, CEDA’s PANAMA CITY, PANAMA General Manager Anna Csiti, IHS Maritime’s Director of Consulting Dr Jurgen Sorgenfrei, DPC Magazine’s Senior Editor Lisa Maher, Peter This is the Second Call for Abstracts for the 34th PIANC World Neville-Jones of FICE, IAPH’s Secretary General Susumu Naruse, Congress 2018 in Panama City, Panama co-hosted by PIANC, the Maritime Journalist Tony Slinn. IADC is a sponsor of the event and will World Association for Waterborne, Transport and Infrastructure and confer the Safety Award 2017 as part of the Dredging Innovation The Panama Canal Authority (ACP). Awards category. The PIANC World Congress 2018 will present and discuss the most For further information about the event visit: relevant topics to the waterborne transport infrastructure sector. https://www.dpcawards.com PIANC’s goal is to advance the sustainable development of shallow and deep-draft navigation issues including dredging and dredged material disposal, navigation and port infrastructure, recreational navigation and related environmental matters. 5TH SUSTAINABLE OCEAN SUMMIT 29 NOVEMBER-1 DECEMBER 2017 The international congress rotates among PIANC's member countries HALIFAX, CANADA every four years and is open to members and non-members of all ages. Participants and presenters are sought from every continent regarding Organised by the World Ocean Council, the fifth edition of the best practices and innovation. This gathering is an opportunity to Sustainable Ocean Summit (SOS) will examine the theme of ‘The Ocean exchange knowledge and experiences with experts and peers. The Sustainable Development Goal (SDG 14): Business Leadership and thematic axis of the congress will cover inland navigation, dredging (in Business Opportunities’. SOS is an annual gathering for the world’s the framework of port and navigation projects), logistics and ocean industries focused on the sustainable development, science and infrastructure, ports, marinas and environment. stewardship of the global ocean. The selected theme or topic of abstracts should align with those to be Members of the international ocean business community gather at the presented at the congress. Each abstract must be written in English and three-day-long forum, making it a global platform for leadership limited to 1000 words. It should not include graphics or figures. companies and organisations to advance the development and Deadline for the submission of abstracts is 15 October 2017. implementation of industry-driven solutions to ocean sustainability challenges. SOS brings together leadership companies from diverse Submit abstracts for consideration at: aspects of the Ocean Business Community including – and not limited https://www.conference-service.com/pianc-panama to – shipping, oil and gas, fisheries, aquaculture, seabed mining, tourism, renewable energy, ports, dredging, mining, submarine cables, For further information regarding abstracts contact: marine science, engineering and technology, the maritime legal, [email protected] financial and insurance communities as well as ocean stakeholders from the government, inter-governmental, academic and environment For more information about the congress visit: communities. http://congreso.micanaldepanama.com MEMBERSHIP LIST IADC 2017 Through their regional branches or through representatives, members of IADC operate directly at all locations worldwide
AFRICA Dredging and Maritime Management S.A., Capellen, Luxembourg BKI Egypt for Marine Contracting Works S.A.E., Cairo, Egypt Dredging International (Luxembourg) S.A., Luxembourg, Luxembourg Dredging International Services Nigeria Ltd., Ikoyi Lagos, Nigeria Dredging International (UK) Ltd., East Grinstead, UK Jan De Nul Dredging Limited, Port Louis, Republic of Mauritius Dredging International nv, Zwijndrecht, Belgium Nigerian Westminster Dredging and Marine Ltd., Lagos, Nigeria Heinrich Hirdes GmbH, Hamburg, Germany Van Oord Dredging and Marine Contractors bv – Angola, representation office in Luanda Irish Dredging Company Ltd., Cork, Ireland Van Oord Nigeria Ltd., Victoria Island, Nigeria Jan De Nul (UK) Ltd., Ascot, UK Jan De Nul Group (Sofidra S.A.), Capellen, Luxembourg ASIA Jan De Nul nv, Hofstade/Aalst, Belgium Beijing Boskalis Dredging Technology Co. Ltd., Beijing, PR China Mijnster Zand- en Grinthandel bv, Gorinchem, The Netherlands Boskalis International (S) Pte. Ltd., Singapore Nordsee Nassbagger-und Tiefbau GmbH, Bremen, Germany Boskalis Smit India LLP, Mumbai, India Paans Van Oord bv, Gorinchem, The Netherlands Dredging International Asia Pacific (Pte) Ltd., Singapore Rock Fall Company Ltd., Aberdeen, UK Hyundai Engineering & Construction Co. Ltd., Seoul, Korea Societa Italiana Dragaggi S.p.a. ‘SIDRA’, Rome, Italy International Seaport Dredging Private Ltd., New Delhi, India Société de Dragage International ‘SDI’ SA, Lambersart, France Jan De Nul Dredging India Pvt. Ltd., India Sodraco International SAS, Armentières, France Jan De Nul Singapore Pte. Ltd., Singapore Sodranord SARL, Le Blanc-Mesnil Cédex, France Penta-Ocean Construction Co. Ltd., Tokyo, Japan Terramare Eesti OU, Tallinn, Estonia P.T. Boskalis International Indonesia, Jakarta, Indonesia Terramare Oy, Helsinki, Finland PT Van Oord Indonesia, Jakarta, Indonesia Tideway bv, Breda, The Netherlands Toa Corporation, Tokyo, Japan TOA (LUX) SA, Luxembourg, Luxembourg Van Oord (Malaysia) Sdn. Bhd., Selangor, Malaysia Van Oord (Gibraltar) Ltd., Gibraltar Van Oord (Shanghai) Dredging Co. Ltd., Shanghai, PR China Van Oord ACZ Marine Contractors bv, Rotterdam, The Netherlands Van Oord Dredging and Marine Contractors bv – Azerbaijan, branch in Baku Van Oord België BVBA, Zele, Belgium Van Oord Dredging and Marine Contractors bv – Kazakhstan, branch in Manigistau Van Oord Deutschland GmbH, Bremen, Germany Van Oord Dredging and Marine Contractors bv – Vietnam, representation office in Hanoi Van Oord Ireland Ltd., Dublin, Ireland Van Oord Dredging and Marine Contractors bv Hong Kong Branch, Hong Kong, PR China Van Oord Middle East Ltd., Nicosia, Cyprus Van Oord Dredging and Marine Contractors bv Korea Branch, Busan, Republic of Korea Van Oord Nederland bv, Gorinchem, The Netherlands Van Oord Dredging and Marine Contractors bv Philippines Branch, Manilla, Philippines Van Oord Norway AS, Oslo, Norway Van Oord Dredging and Marine Contractors bv Singapore Branch, Singapore Van Oord nv, Rotterdam, The Netherlands Van Oord India Pte. Ltd., Mumbai, India Van Oord Offshore bv, Gorinchem, The Netherlands Van Oord Thai Ltd., Bangkok, Thailand Van Oord UK Ltd., Small Dole, UK Zinkcon Marine Singapore Pte. Ltd., Singapore MIDDLE EAST AUSTRALIA + NEW ZEALAND Boskalis Westminster (Oman) LLC, Muscat, Oman Boskalis Australia Pty. Ltd., Sydney, Australia Boskalis Westminster Al Rushaid Co. Ltd., Al Khobar, Saudi Arabia Dredging International (Australia) Pty. Ltd., Brisbane, QLD, Australia Boskalis Westminster Middle East Ltd., Abu Dhabi, UAE Jan De Nul Australia Ltd., Australia Boskalis Westminster Middle East Ltd., Manama, Bahrain NZ Dredging & General Works Ltd., Maunganui, New Zealand Gulf Cobla (Limited Liability Company), Dubai, UAE Van Oord Australia Pty. Ltd., Brisbane, QLD, Australia Jan De Nul Dredging Ltd. (Dubai Branch), Dubai, UAE WA Shell Sands Pty. Ltd., Perth, Australia Middle East Dredging Company (MEDCO), Doha, Qatar National Marine Dredging Company, Abu Dhabi, UAE EUROPE Van Oord Bahrain SPC, Manama, Bahrain Atlantique Dragage SARL, St. Germain en Laye, France Van Oord Gulf FZE, Dubai, UAE Baggerbedrijf de Boer – Dutch Dredging bv, Sliedrecht, The Netherlands Baggermaatschappij Boskalis BV, Papendrecht, The Netherlands THE AMERICAS Baggerwerken Decloedt & Zoon nv, Oostende, Belgium Boskalis International bv Sucursal Argentina, Buenos Aires, Argentina Ballast Ham Dredging, St. Petersburg, Russia Boskalis International Uruguay S.A., Montevideo, Uruguay Baltic Marine Contractors SIA, Riga, Latvia Boskalis Panama S.A., Panama City, Panama BKW Dredging & Contracting Ltd., Cyprus Dragamex S.A. de C.V., Mexico City, Mexico Boskalis International bv, Papendrecht, The Netherlands Dravensa CA, Caracas, Venezuela Boskalis Italia S.r.l., Rome, Italy Westminster Dredging (Overseas) Ltd., Trinidad Boskalis Nederland bv, Rotterdam, The Netherlands Dragabras Servicos de Dragagem Ltda., Brazil Boskalis Offshore Subsea Contracting bv, Papendrecht, The Netherlands Dredging International de Panama S.A., Panama Boskalis Sweden AB, Gothenburg, Sweden Dredging International Mexico S.A. de C.V., Veracruz, Mexico Boskalis Westminster Ltd., Fareham, UK Compañía Sud Americana de Dragados S.A, Buenos Aires, Argentina Boskalis Westminster Contracting Limited, Limassol, Cyprus Jan De Nul do Brasil Dragagem Ltda., Brazil Boskalis Westminster Shipping bv, Papendrecht, The Netherlands Mexicana de Dragados S.A. de C.V., Mexico City, Mexico BW Marine (Cyprus) Ltd., Limassol, Cyprus Van Oord Canada Ltd., Calgary, Canada DEME Building Materials nv (DBM), Zwijndrecht, Belgium Van Oord Curaçao nv, Willemstad, Curaçao Dravo S.A., Italia, Amelia (TR), Italy Van Oord de México, S.A. de C.V., Mexico City, Mexico Dravo S.A., Lisbon, Portugal Van Oord Dragagens do Brasil Ltd., Rio de Janeiro, Brazil Dravo S.A., Madrid, Spain Van Oord Marine Contractors Canada Ltd., Ontario, Canada Dredging and Contracting Rotterdam bv, Bergen op Zoom, The Netherlands Van Oord Offshore (USA) LLC, Houston, USA Van Oord Panama S.A., Panama City, Panama
Terra et Aqua is published quarterly by the IADC, The International Association © 2017 IADC, The Netherlands of Dredging Companies. The journal is available on request to individuals or All rights reserved. Electronic storage, reprinting or organisations with a professional interest in dredging and maritime infrastructure abstracting of the contents is allowed for non-commercial projects including the development of ports and waterways, coastal protection, purposes with permission of the publisher. land reclamation, offshore works, environmental remediation and habitat restoration. ISSN 0376-6411 carbon neutral The name Terra et Aqua is a registered trademark. Typesetting and printing by ECC B.V. | Tuijtel B.V., natureOffice.com | NL-001-248094 print production For a free subscription register at www.terra-et-aqua.com Hardinxveld-Giessendam, The Netherlands.