International Association of Dredging Companies Number 116 | September 2009

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Editor Guidelines for Authors Societa Italiana Dragaggi SpA ‘SIDRA’, Rome, Marsha R. Cohen Terra et Aqua is a quarterly publication of the submitted, as these provide the best quality. Digital Boskalis International Egypt, Cairo, Egypt Baltic Marine Contractors SIA, Riga, Latvia Dredging and Reclamation Jan De Nul Ltd., Lagos, Dredging and Maritime Management s.a., Steinfort, Luxembourg International Association of Dredging Companies, photographs should be of the highest resolution. 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Boskalis B.V., , Netherlands Van Oord (Shanghai) Dredging Co. Ltd, Shanghai, P.R. China Boskalis International B.V., Papendrecht, Netherlands Neil Haworth the state of the art of the industry and other topics from • In the case of articles that have previously appeared Van Oord Dredging and Marine Contractors bv Branch, Hong Kong, P.R. China Boskalis Offshore bv, Papendrecht , Netherlands Heleen Schellinck the industry with actual news value will be highlighted. in conference proceedings, permission to reprint in Boskalis Dredging Pvt Ltd., Mumbai, India Dredging and Contracting Rotterdam b.v., Bergen op Zoom, Netherlands International Seaport Dredging Private Ltd., New Delhi, India Mijnster zand- en grinthandel bv, Gorinchem, Netherlands Martijn Schuttevâer Terra et Aqua will be requested. Jan De Nul Dredging India Pvt. 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Haworth • Articles should be approximately 10-12 A4s. Committee (EAC). Publication of an article is subject to Jan De Nul Singapore Pte. Ltd., Singapore Dredging International (UK) Ltd., Weybridge, UK Van Oord Dredging and Marine Contractors bv Singapore Branch, Singapore Jan De Nul (UK) Ltd., Ascot, UK G. Vandewalle Photographs, graphics and illustrations are approval by the EAC and no article will be published Zinkcon Marine Singapore Pte. Ltd., Singapore Rock Fall Company Ltd, Aberdeen, UK encouraged. Original photographs should be without approval of the EAC. Van Oord Thai Ltd, Bangkok, Thailand Van Oord UK Ltd., Newbury, UK Westminster Dredging Co. Ltd., Fareham, UK IADC Secretariat Constantijn Dolmans, Secretary General Boskalis Australia Pty, Ltd., Sydney, Australia Alexanderveld 84 Dredeco Pty. Ltd., Brisbane, QLD, Australia Boskalis Westminster Middle East Ltd., Manama, Bahrain Van Oord Australia Pty Ltd., Brisbane, QLD, Australia Boskalis Westminster (Oman) LLC, Muscat, Oman 2585 DB The Hague WA Shell Sands Pty Ltd, Perth, Australia Boskalis Westminster Middle East, Doha, Qatar NZ Dredging & General Works Ltd, Maunganui, New Zealand Middle East Dredging Company (MEDCO), Doha, Qatar Boskalis Westminster Al Rushaid Co. Ltd., Al Khobar, Mailing adress: Boskalis Westminster M.E. Ltd., Abu Dhabi, UAE P.O. Box 80521 Baggerwerken Decloedt & Zoon NV, Oostende, Belgium Gulf Cobla (Limited Liability Company), , UAE 2508 GM The Hague DEME Building Materials NV (DBM), Zwijndrecht, Belgium Jan De Nul Dredging Ltd. (Dubai Branch), Dubai, U.A.E. Dredging International N.V., Zwijndrecht, Belgium National Marine Dredging Company, Abu Dhabi, U.A.E. The Netherlands Jan De Nul n.v., Hofstade/Aalst, Belgium Van Oord Gulf FZE, Dubai, UAE Boskalis Westminster Dredging & Contracting Ltd., Cyprus Boskalis Westminster Middle East Ltd., Limassol, Cyprus The T +31 (0)70 352 3334 Van Oord Middle East Ltd, Nicosia, Cyprus Van Oord Curaçao nv, Willemstad, Curaçao F +31 (0)70 351 2654 Rohde Nielsen, Copenhagen, Denmark Boskalis International bv Sucural , Buenos Aires, Argentina E [email protected] Terramare Eesti OU, Tallinn, Estonia Compañía Sud Americana de Dragados S.A, Buenos Aires, Argentina Terramare Oy, Helsinki, Finland Van Oord ACZ Marine Contractors bv Argentina Branch, Buenos Aires, Argentina I www.iadc-dredging.com Atlantique Dragage Sarl, St. Germain en Laye, Ballast Ham Dredging do Ltda, Rio de Janeiro, Brazil I www.terra-et-aqua.com Société de Dragage International ‘SDI’ SA, Lambersart, France Dragamex SA de CV, Coatzacoalcos, Sodranord SARL, Le Blanc-Mesnil Cédex, France Dredging International Mexico SA de CV, Veracruz, Mexico Brewaba Wasserbaugesellschaft Bremen mbH, Bremen, Mexicana de Dragados S.A. de C.V., Mexico City, Mexico Heinrich Hirdes G.m.b.H., Hamburg, Germany Coastal and Inland Marine Services Inc., Bethania, Nordsee Nassbagger-und Tiefbau GmbH, Bremen, Germany Westminster Dredging Overseas, Trinidad Van Oord Ltd, Gibraltar Stuyvesant Dredging Company, Louisiana, of America Please address enquiries to the editor. 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Cover Terra et Aqua is published quarterly by the IADC, The International Association © 2009 IADC, The Netherlands A cargo dock at the Port of Melbourne, Australia’s largest container and general cargo port. To maintain a competitive edge in world of Dredging Companies. The journal is available on request to individuals or All rights reserved. Electronic storage, reprinting or abstracting of the contents is waterborne trade, many ports require deepening to be able to accommodate the modern class of freight ships and increase in containers. organisations with a professional interest in dredging and maritime infrastructure allowed for non-commercial purposes with permission of the publisher. But expansion does not always come without controversy, especially at a port with unique Marine National Parks and Ramsar wetlands projects including the development of ports and waterways, coastal protection, (see page 12). , offshore works, environmental remediation and habitat restoration. ISSN 0376-6411 The name Terra et Aqua is a registered trademark. For a free subscription go to www.terra-et-aqua.com Typesetting and printing by Opmeer Drukkerij bv, The Hague, The Netherlands. Contents 1

contents

EDITORIAL 2

SAADIYAT ISLAND TOURIST DEVELOPMENT PROJECT: DREDGING 3 AND RECLAMATION WORKS IN AN ECOLOGICALLY SENSITIVE AREA ELISA TAELMAN Dedicated monitoring of mangrove and seagrass offered extra protection during the development of a new multifaceted tourist area with a large marina, beach, cultural district and nature reserve.

Communicating about Dredging in a PRECIOUS Environment: 12 Port of Melbourne Channel Deepening Project STEPHEN BRADFORD AND MATTIJS SIEBINGA Protests from some members of the public and by local media led both the client and contractor to work together to reassess and improve their communications with stakeholders.

IADC INTERNATIONAL SEMINAR ON DREDGING 21 AND RECLAMATION 2009 Register now for the next IADC dredging seminar which will be organised in co-operation with the National University of Singapore, in November 2009

DEPTH-UTILIZATION ANALYSIS FOR ESTIMATING ECONOMIC 22 ACTIVITY SUPPORTED BY DREDGING Kenneth N. Mitchell The 2009 IADC Award for the Best Paper by a younger author evaluates how to prioritize channel maintenance dredging to ensure the safety and economic viability of waterborne transportation.

IADC SAFETY AWARD: REMEDIATION OF THE ACID TAR LAGOONS 31 AT RIEME, BELGIUM Working in an extremely toxic and dangerous area demanded unusual, extensive safety methods that went well beyond normal ISO requirements.

SEMINARS/CONFERENCES/EVENTS 35 Reminders of upcoming Europort, CEDA Dredging Days in the autumn and Call for Papers for WEDA Brazil and WODA in China. 2 Terra et Aqua | Number 116 | September 2009

TERRA ET AQUA EDITORIAL

The Organisation for Economic Co-operation and Development Composite Leading Indicators (OECD CLIs) for June 2009 – which were released in August – point to stronger signs of improvement in the economic outlook of OECD economies compared with the previous month’s report. The OECD CLI is designed to provide early signals of turning points in business cycles – fluctuations of economic activity around its long-term potential level. The approach, focusing on turning points (peaks and troughs), results in CLIs that provide qualitative rather than quantitative information on short-term economic movements.

For the dredging industry, as for everyone else, this is good news suggesting a sooner-than-expected recovery from the deepest economic slump since the 1930s. Economics certainly impacts the invest- ments made in dredging-related activities, in port and harbour development and maintenance, in land reclamation for residential, recreational and commercial purposes, and for offshore and other energy infrastructure projects.

So it may be no coincidence that, while the International Association of Dredging Companies presents awards each year to younger authors for papers that make a significant contribution toward under- standing important theoretical or practical aspects of dredging, this year for the first time an award was presented for a paper that focuses on the financial component of dredging projects. The paper offers a decision-making tool for prioritising channel maintenance projects based on economic necessity. Such maintenance dredging is necessary to ensure that channel depths are sufficient for safe and reliable passage of large, ocean-going tankers, container vessels and bulk carriers. In view of tight budgets, however, a framework for detailed economic justification is indispensable.

While full recovery will undoubtedly require more time and government coffers may be more limited than in the last decade, certain fundamental principles in the dredging industry remain intact regardless of the economic climate. Amongst these are the search for sound environmental solutions and the pursuit of high safety standards. The articles in this Terra et Aqua once again emphasise that no matter how important the economic development facet of a dredging project may be, environmental and safety standards must always be in the forefront. Be it for the development of an elaborate tourist destination at Saadiyat Island off the coast of Abu Dhabi or for port development and expansion in Melbourne, Australia or for the remediation of a highly contaminated site in high-risk industrial area near a small village in Belgium.

In fact, environmental and safety concerns have two aspects: Establishing and adhering to strict guidelines on the job, and then communicating what you are doing to the stakeholders and other interested parties in the vicinity of the project. Both are essential to assuring the successful outcome of a project. The first because it protects the environment and the people on the job. The second because no matter how thorough you are as a dredging contractor or client in designing, building and exercising due diligence, if the public questions your credibility the project will suffer costly delays. So regardless of how intricate a dredging project may be, in both good economic times and bad, spending attention to communications and investing in thoughtful interaction with the community is time and money well spent.

Koos van Oord IADC, President Saadiyat Island Tourist Development Project: Dredging in an Ecologically Sensitive Area 3

ELISA TAELMAN

SAADIYAT ISLAND TOURIST DEVELOPMENT PROJECT: DREDGING IN AN ECOLOGICALLY SENSITIVE AREA

ABSTRACT mangrove communities in the areas INTRODUCTION adjacent to the project area. During the A key part of the Tourism Development dredging and reclamation works various A key part of the Tourism Development and Investment Company (TDIC) strategy parameters were monitored to ensure and Investment Company (TDIC) strategy to significantly increase tourist visitation to compliance. These were combined with to significantly increase tourist visitation to Abu Dhabi, (UAE), visual inspections of the mixing zone at the Abu Dhabi, United Arab Emirates (UAE), is the development of Saadiyat Island as discharge channels and of the dredging is the development of Saadiyat Island as a new multifaceted centre, including a activities. When required, the seagrass a new multifaceted tourism centre. large marina, a beach, a cultural district, reference locations were also visually This includes a beach, a cultural district, a retreat, lagoons and a reserve, all of inspected. a retreat, lagoons, a reserve and a large which require considerable dredging and marina development, all of which requires land reclamation. A dedicated monitoring programme considerable dredging and land reclamation. allowed the implementation of some Saadiyat Island is located 700 metres off During dredging and reclamation works, specific changes in the execution method the coast of Abu Dhabi (Figure 1) and will increased sediment levels in the water and of the reclamation activities thus optimising be linked to the mainland by two major high could result in deterioration the environmental performance. A practical, highway bridges. of extensive mangrove and seagrass scientifically justified working method communities near reclamation areas. allowed the project to meet the stringent The focus of the reclamation works at Local regulation therefore prescribed a environmental criteria for a sustainable Saadiyat has been on the protection of threshold value, and settlement ponds Saadiyat Island development. extensive mangrove and seagrass were designed in order to comply with the communities near the reclamation areas. regulation. The adequate surface area of A similar article was first presented in Increased sediment levels in the water and the settlement ponds and the weir boxes the CEDA Dredging Days Proceedings, high turbidity could result in deterioration enabled the control of the velocity of the October 2008. This revised and updated of these communities. Local regulation discharge water to maximise sedimentation version is printed with permission. therefore prescribed a threshold value of on the reclamation area. 10 NTU and of 33 mg/l TSS outside the Above: The challenge was to transform Saadiyat, mixing zone related to the dredging Prior to the dredging and reclamation a small island off the coast of Abu Dhabi, into both operations. Settlement ponds were designed works a baseline investigation was a cultural and ecotourist destination. Shown here, to comply with this regulation. The adequate conducted to determine turbidity levels the reclamation works preparing land for the site of surface area of the settlement ponds and and the condition of the seagrass and the Guggenheim Museum. the weir boxes enabled the control of the 4 Terra et Aqua | Number 116 | September 2009

Figure 1. Satellite photo of Saadiyat Island, 700 metres off the coast of Abu Dhabi to the north.

A dedicated monitoring programme allowed the implementation of some specific changes in the execution method of the reclamation activities in order to optimise the environmental performance. A practical, scientifically justified working method allowed the project to meet the stringent environmental criteria for a sustainable Saadiyat Island development. SAADIYAT ISLAND

SENSITIVE AREAS

Mangrove Communities Mangroves grow at different locations in the area adjacent to the project site. For mangrove death to occur, it is likely that sedimentation rates of greater than 15 mm per year would need to occur to smother the aerial roots (pneumatophores) of the mangroves, through which the gaseous exchange occurs. Modelling of sediment accumulation as a result of dredging activities (DHI 2006) indicated that there is little risk of substantial sedimentation on mangroves. Except for those located inside the boundaries of the reclamation area, the impact on the habitat conditions of the mangrove communities velocity of the discharge water to maximise - physico-chemical parameters (dissolved was expected to be low. sedimentation on the reclamation area. , , pH, conductivity, salinity); For the establishment of a baseline record A baseline investigation was conducted - hydrodynamic conditions ( velocity, of mangrove communities, three locations prior to the dredging and reclamation current direction, wave height and wave were selected as sampling stations. The works to determine turbidity levels and the direction); position of these three stations is shown condition of the seagrass and mangrove - tidal variations; in Figure 2 with indication MN 01 – 03. communities in the areas adjacent to the - meteorological conditions (temperature, project area. During the dredging and wind velocity, wind direction, humidity, Each station was defined by a permanent reclamation works various parameters were barometric and precipitation); plastic bar firmly driven into the bottom monitored to ensure compliance: - sedimentation-erosion ratios in the (Figure 3). This material ensured the - turbidity levels in the vicinity of the mangrove reference locations. minimum disturbance to the plant’s roots. discharge areas and in the agreed The bar was marked with plastic straps reference locations (function of tidal These parameters were combined with every 5 cm and hammered into the current directions, predictions of the visual inspections of the mixing zone at the substrate until the upper 40 cm are visible. hydraulic study and sensitive seagrass discharge channels and of the dredging This allowed the measurement of changes and mangrove communities); activities. Depending on the observed in the sedimentation rate affecting the - amount of total suspended solids (TSS) results the seagrass reference locations also degree of aerial exposure of the in the tailwater; had to be visually inspected. pneumatophores. ELISA TAELMAN (MEng) worked as an environmental advisor for the Flemish Environmental Agency in 2006. During the Saadiyat project, she worked as an environmental site engineer for Jan De Nul N.V., where she was in charge of monitoring the influence of the dredging activities on the environment and installation and maintenance of silt screens. She is now in charge of all environmentally related matters on the BHP project for Jan De Nul Group in Port Hedland, Australia, which also includes water quality monitoring. Figure 2. Location of the monitoring stations and the reference stations for mangrove (MN), seagrass (SG) and turbidity (KL).

For every site, the pneumatophores have marked using an iron stick firmly driven and current direction. swam the been observed at low and detailed into the bottom and a half submerged length of the line while recording the pictures collected in order to illustrate the buoy attached with a short rope so they meadow using a digital video camera. original conditions, using a frame of 1 m2 can be found by divers in future surveys. In the office, these records were studied for further comparisons (Figure 3). In every location, a series of pictures has and coverage index was calculated as the In order to establish a reference station, been taken to illustrate the previous status percentage of the line colonised by observations have also been made at a of the environmentally sensitive areas. seagrass. mangrove area in the south-eastern part of Jazirat Bin Ghaylam where natural Seagrass bottom coverage was measured To be able to take into account possible conditions are expected to remain using the Linear Transects method: Starting seasonal changes or other influencing undisturbed. at the marker stick, two linear transects of factors, the seagrass meadow south of 10 m long were installed using a measuring Jazirat Bin Ghaylam has been identified as Seagrass Communities tape. The transects ran parallel to the shore suitable reference community and has been Seagrass ecosystems have a high in opposite ways, keeping the same depth studied using the same methodology. environmental value in marine habitats around . In the Persian Gulf, they provide food and shelter to more than 500 species of plants and animals and play a key role in maintaining the productivity of local fisheries.

Three locations were selected as seagrass monitoring stations in order to follow their status and evolution along the dredging activities. These monitoring stations are shown in Figure 2 with indication of SG 01-03. These stations have been

Figure 3. At the monitoring stations, a bar is placed in the bottom as a reference point and a 1-m2 square is placed around a number of healthy roots and plants which are counted. This action is repeated periodically to determine the evolving situation of the health of the mangroves. 6 Terra et Aqua | Number 116 | September 2009

Coral Communities of the sediment plume, which in turn were chosen based on: During the February 2006 URS survey, depend on the sediment characteristics - Proximity to the project dredging areas as scattered coral colonies were found at and hydrodynamic conditions. well as sensitive communities like some sites within the area to be dredged, seagrass meadows or mangroves; typically in water depths of 4-6 m below The locations of significant coral - Tidal current directions: southeast during NADD. The genera were those which communities have been determined by the high tide, and northwest during low tide; are considered the most tolerant to 2007 URS marine survey and are described - Areas where sedimentation and high sedimentation and elevated turbidity levels in more detail in the Saadiyat Dredging and sediment are predicted by (including Porites, Favia, Platygyra and Reclamation Work EIA report. For every the Hydraulic Study for the Saadiyat Goniastrea species). They were found in site, the corals have been observed by the Island Project. association with a diversity of sponges, URS marine survey and detailed pictures ascidians, bivalve molluscs and other collected in order to illustrate the original These six locations were monitored 2 or invertebrates. conditions for further comparisons. 3 times a week at high tide with a multiparameter sensor. At each location, Since exclusion zones around the coral the turbidity sensor was deployed about communities were established, the impact COMPLIANCE MONITORING 2 metres below the surface and after a on the habitat conditions of these short acclimatisation (stabilisation of the communities is expected to be low. The Turbidity Monitoring readings), raw data was logged during size of the exclusion zones depended on Figure 2 also shows the inshore turbidity approximately one minute to obtain a the dispersal and settlement characteristics monitoring locations. These six locations collection of 20 to 25 values for each point.

Figure 4. Location of coral monitoring stations. Saadiyat Island Tourist Development Project: Dredging in an Ecologically Sensitive Area 7

Turbidity levels were also monitored within the proposed offshore exclusion zones, just above the corals. Locations of the monitoring stations are shown in Figure 4.

These stations were monitored on a weekly basis with a multiparameter sensor. On each location, the sensor was deployed at a depth of about 8 m and after a short period of acclimatisation, raw data was logged during approximately 1 minute to obtain a collection of 20 to 25 values for each point.

Tailwater Sampling The sediment in the tailwater was monitored closely to prevent excess sedimentation in the sensitive area. Therefore every other day a water sample was taken at the run-off, outside of the mixing zone. These samples were then filtered in the field laboratory to determine the fraction larger than 0.45 µm (or the Total Suspended Solids Figure 5. Location of various run-off channels, bunds and reclamation areas. fraction) and the fraction larger than 10 µm, as stated in the CEMP. The location of sampling was chosen based on tidal conditions as long as turbidity plumes continued to and of 33 mg/l TSS outside of the mixing and visual observations of the plume. impinge upon them. Since no increase in zone. In order to comply with these turbidity related to the dredging works environmental regulations, different Visual Observations around Saadiyat Island has been measured, adjustments have been made during the If turbidity plumes impinged upon key there has been no need for visual course of the project, such as: mangrove communities, then observations inspections of the seagrass communities. - Installation of settlement ponds of the pneumatophores needed to be made - Installation of weir boxes at low water on a weekly basis. If there was If declines in seagrass coverage were - Expansion of the run-off systems, evidence of burial of the pneumatophores measured at the sites and found to be creating a larger travel time by material from the dredging works, then caused by the dredging work at Saadiyat - Installation of scum booms and silt changes to the works needed to be Island, and if these were statistically screens (600 m present on site) implemented. significant when any changes at the - Regular maintenance. reference sites are taken into account, then Since the beginning of the dredging works changes to the dredging works needed to The location of the different run-off weekly observations of the mangroves in the be implemented. Changes in the mangrove channels and an overview of the island predefined stations have been conducted, or seagrass communities adjacent to the with the reclamation areas are given in although no plume near the mangrove dredging works, if any, always needed to Figure 5. stations has been measured. The method be linked to the condition of the mangrove as described earlier under “Mangrove or seagrass community at the reference In several cases scum booms, silt screens or communities” was implemented to follow-up site. During the most recent reclamation weir boxes were installed in the run-off on sedimentation in the mangrove works, no incidents occurred and hence channel to prevent sedimentation outside communities. During the project no changes no corrective measures with respect to of the sandfield. In addition to this, two have been observed. seagrass and mangroves were required. large settlement ponds were constructed within the limits of the reclamation area, If the median turbidity level at any of the connecting the surrounding sandfields. sites within the seagrass communities MITIGATION MEASURES exceeded the 10 NTU threshold value, and a causal connection could be made with The CEMP for the Saadiyat Island Dredging AREA 2 dredging works at Saadiyat Island, then and Reclamation Works focused on seagrass densities had to be determined at protection of the sensitive communities by Area 2 was reclaimed in different stages the seagrass sites on a fortnightly basis for prescribing a threshold value of 10 NTU by a cutter suction dredger (CSD). The 8 Terra et Aqua | Number 116 | September 2009

Figure 6. Silt screen being assembled for use in the run-off channel.

Recommendations The flow over the pond constantly changed because of differences in reclamation activities and locations. Therefore management of the weir boxes and maintenance of channels and scum booms had to be organised very carefully (Figure 8). Daily observations were made at the run-offs combined with tailwater analysis and turbidity measurements. When turbidity plumes were regularly observed, the flow in the settlement pond was reclamation zone was extended to create AREA 6 redirected to ensure larger travel times. a larger settling area for the run-off water during the last stage of reclamation. History During the course of the project, however, One of the actions to decrease turbidity Area 6 was used as settlement pond for the settlement pond filled up with material. at the run-off was the installation of a silt trailing suction hopper dredger (TSHD) As a result of the constant flow of water screen in the run-off channel (Figure 6). reclamation areas 4, 4a, 5, 7, 8 and CSD over the pond, the material could not be reclamation areas 6 and 7. The settlement removed and the settling capacity of the At a certain stage the silt screen was pond was used by four dredgers – during a pond decreased. Furthermore, the flooded and had to be pulled straight by certain period even at the same time – and settlement pond was part of the design excavators. After repeated flooding, the it had at its largest, a surface of 712,400 m². of the island, and needed to be reclaimed screen could no longer be recovered and The natural layout of the area, combined with as well. As reclamation progressed, the was completely lost under the sediment. synthetic bunds separated the settlement remaining area for settling decreased and In the second phase of reclamation, the pond into different compartments. Two the height of the weir boxes was no longer decision was taken not to use silt screens, run-off channels were constructed, including sufficient to hold enough capacity to but to install a weir box (Figure 7), weir boxes, scum booms and silt screens ensure tailwater quality. complemented by a scum boom. for each channel. Additional actions consisted of installation of silt screens in the run-off channel, at the sea-side of the weir boxes (Figure 9). Since water depth in the channel was insufficient for proper functioning of the screens, the screens were placed in large trenches. As expected the screen did not function and current patterns were formed around the screen, causing fast and turbid flows. Closer investigation showed that depth of the trenches was still not according to the screen requirements.

Investigations on the installation of silt screens in the main channels around Saadiyat Island were unsatisfactory, since the current velocity measured exceeded the permitted velocity for the screen. Further use of silt screens therefore was deemed useless.

Figure 7. Outlet pipes being fitted to weir box. Figure 8. Maintenance of scum boom.

AREA 9–10

History Area 10 was divided into 4 panels which were used for stockpiling by two TSHDs. An additional panel was used as settlement pond and had a surface of 88,576 m2. A long channel along the N-beach of about 800 m collected all run-off water from the 4 panels and brought it to the settlement pond. The run-off channel from the settlement pond to sea was 1 km long. For 5 months a second settlement pond North of the 4 panels was used, which had at its largest a surface of 102,980 m².

Since an extensive run-off system was already in use when reclamation of area 9 started, the run-off channels from area 9 were all rerouted to the settlement pond in One of the problems in this area was the A greater problem was the sediment plume area 10. An emergency channel was also formation of foam in the run-off channels, visible at the outlet in sea. Since the outlet installed. At all times, flow of run-off water caused by finer sands and turbulent current was located in an area of strong currents, at the north side of the island had to be patterns. Although the foam is harmless, material was easily resuspended. The velocity prevented, since the northern beach is used the visual aspect of it caused great concern. of the water in the channel was sometimes as nesting area for sea turtles. Several scum booms were installed in the too high to ensure adequate settling, final channel to the sea. These were especially when reclaiming with two TSHDs Weir boxes and scum booms were installed regularly cleaned. at the same time. Although located at a in all channels in the entire system. The final channel to sea also had rock filters and settling areas.

Recommendations As the project developed, the area used for stockpiling increased. Depending on reclamation and excavation of stockpiles, run-off channels needed to be rerouted constantly.

The main settlement pond, SP1, kept its location and size throughout this period, but after a while a second pond, SP2, came into use. In between the settlement ponds and in some smaller channels, weir boxes were installed to manage the water level throughout the area. An entire network of drainage channels was also provided.

Figure 9. Installation of silt screen in WOT 8. 10 Terra et Aqua | Number 116 | September 2009

Figure 10. Silt screen around Züblin reclamation area. great distance from the sensitive areas, ZÜBLIN RECLAMATION, AREA 3 EMERGENCY ACTIONS action has been undertaken to increase settling of sediment before entering the sea. From August 12 to 28 2007 a breakwater In the night of Sunday March 18 to 19, in front of area 3 was reclaimed for Züblin 2007 an incident occurred in area 1, In the last channel to the sea, deeper areas engineering contractors, as part of their causing one of the bunds to break during have been excavated to decrease velocity bridge construction. Since there was no the reclamation activities. Because one of of the water flow. Furthermore, at two run-off system at hand, the area was closed the upper bunds was not yet completely locations large rocks have been placed off from the surroundings by a silt screen closed, the water was running off to sea in the water to act as a rock filter. Still, of 100 m long. Reclamation activities were at the West of the island, flooding a it seems that the settlement pond and organised based on tidal conditions, to mangrove area. adjacent weir box had greater influence on prevent possible plumes from reaching the the appearance of turbidity plumes. sensitive areas (Figure 10). On Tuesday March 20 a visit by professor Youssef Tarek, specialised in mangrove rehabilitation, took place. Professor Tarek examined the area and made following recommendations: - The sediment carried with the water was settling in the mangrove area, covering plants and pneumatophores. This sediment needed to be removed, either manually or by regulated water flows for the plants to survive. - A small pool could no longer be drained, since it was completely closed off from the sea and tidal movements. A connection had to be made between the pool and the main channel.

JDN decided on removing the sediment manually, by hiring ten people for one week. Around the plants and the roots,

Figure 11. Ten workers were hired for a full week to remove sand in between roots. Saadiyat Island Tourist Development Project: Dredging in an Ecologically Sensitive Area 11

10 cm of sand was taken away by hand (until the lowest leaves were visible again) (Figures 11 and 12). Larger parts of sand between the plants were dug out using shovels. Several channels were constructed to drain water and reintroduce tidal movements in the mangroves. The mangrove area continued to be visually monitored, but no regression in the mangrove community was observed.

CONCLUSIONS

The work on Saadiyat Island continues to progress. A great deal of attention is being spent on the “cultural district”, where amongst other things, the Guggenheim, Figure 12. Removal of the sand around plants and roots was done by hand. the Louvre and a Performing Arts Centre will be built. At this moment, for these three buildings new land and breakwaters boxes were included in a well-designed of the flexibility built into the system. are being created. Another important area run-off system. Design of the run-off Feedback on the taken actions was of development is the “Ecopoint”, the system included increasing the travel time provided by further compliance monitoring. farthest point on the northeastern side of and lowering the current velocity thus the island, where a reserve for ecotourism allowing the sediment in the water to The system of background monitoring, will be established, with the mangroves as settle. Management of the system (cleaning compliance monitoring, mitigating actions its basis (Figure 13). of channels, adjusting of the height of the and feedback monitoring has proven to be weir box, and such) was primarily based on successful. This approach allowed at the Although the CEMP stated that the impact on visual observations of the quality of the same time to identify and remedy site all sensitive areas is expected to be low and tailwater but monitoring results were an related environmental effects and to detect only influenced whilst dredging or discharging essential part in the decision-making process. and report external impacts on the sensitive East of Halat Khamis, an extensive monitoring communities. Until now, during the programme has been put in place. The The high frequency of monitoring allowed remaining reclamation works, no incidents programme is constantly updated, depending immediate assessment of possible problems. have occurred and hence, no corrective on the monitoring results and has been Quick response on negative tendency of measures with respect to seagrass and continued throughout the entire project. measurement values was possible because mangroves were required. To obtain an integral overview of the environmental impact different physical and chemical parameters, such as weather condition, current patterns, turbidity, water parameters and so on, where measured. None of the parameters showed impact on the sensitive areas. Nevertheless additional precautions were taken to prevent any unexpected environmental stress. Here as well an integral approach was followed: From start to finish, the entire water system on the reclamation area was taken into consideration.

Turbidity measurements and tailwater analysis showed good results when weir

Figure 13. The mangroves near the site that will become the future Ecopoint, a reserve for ecotourism. 12 Terra et Aqua | Number 116 | September 2009

stephen bradford and mattijs siebinga

COMMUNICATING ABOUT DREDGING IN a precious environment: port of melbourne channel deepening project

ABSTRACT Boskalis Australia Pty Ltd. Essential demonstrate to the public that the specialised equipment required for dredging works were not detrimental to The Port of Melbourne is Australia’s largest dredging the Entrance of the Bay was environmental, cultural or social assets. container and general cargo port, with 37% developed. As part of the environmental Along the way, they learnt several lessons of Australia’s container trade. By 2035 the assessment, key environmental and social on the importance of transparency during Port aims to expand considerably, increasing values were studied extensively, dredging operations. the number of containers fourfold, and environmental impacts were evaluated and accommodating vessels up to 7,000 twenty- monitoring programmes were planned. foot equivalent units (TEUs). This expansion INTRODUCTION plan depends upon deepening the Entrance Still as the first dredging ship arrived, she to Bay. However, in addition to was greeted by protests from some members The Port of Melbourne is Australia’s the harbour of Melbourne being a trade of the public and by local media. The actual largest container and general cargo port, gateway and an enormous asset to the dredging works were consequently delayed with 37% of Australia’s container trade, national economy, Port Phillip Bay is also a until the courts and the public were satisfied US$27 (€ 20) billion worth of exports and unique social, cultural and recreational asset. that all environmental approvals had been 3,500 commercial ship calls each year It is almost 2000 sq km, with 264 km of obtained. Not only were extensive scientific (Figure 1). By 2035 the Port aims to expand coastline and three million people living in research and risk assessments necessary, from 2 million to 8 million containers and its vicinity. It includes two Marine National but also an intensive communications to be able to accommodate vessels up to Parks and a Ramsar wetlands. It is home to effort from the Contractor and the Port of 7,000 TEU with a draught of 14 metres, multiple fish species, little penguins, whales, Melbourne Corporation was needed to instead of the present 4,000 TEU for dolphins and seals, various coldwater coral inform and educate stakeholders as to vessels with a draught of 11.6 m at all species and natural seagrass habitats and is what the environmental effects would . For this expansion, parts of the access as well an attractive recreational locale for be and how these were to be managed. channels to Melbourne in Port Phillip Bay swimming, diving and boating. The Port and the Contractor spent had to be deepened in an environmentally considerable time, energy and money to sustainable way. Port Phillip Bay covers a To achieve this major expansion, the Port of 2000 sq km area, with 264 km coastline Melbourne sought a relationship with a and three million people living in the Contractor of shared responsibility and risk. Above: The arrival of a trailing suction dredger at the vicinity. However, the plan depended on After thorough vetting, an Alliance Contract Port of Melbourne, Australia caused consternation and the technical and environmental viability to was signed in May 2004 between Port of resulted in protests from some members of the public deepen the Entrance of Port Phillip Bay Melbourne Corporation (PoMC) and and local media. from 14 to 17.3 metres (Figure 2). Communicating about Dredging in a Precious Environment: Port of Melbourne Channel Deepening Project 13

STEPHEN BRADFORD has been Chief Executive Officer of the Port of Melbourne Corporation since January 2004. He previously served as Managing Director Transport of Serco Australia Pty Limited from February 2001 and was also the CEO of Great Southern Railway, operator of iconic passenger rail services including The Ghan, Indian Pacific and The Overland, from November 1998. Prior to that, he was General Manager of the Health and Utilities business for Serco Group Pty Limited and General Manager of MSS Security for Mayne Nickless and later, Chubb. He holds a Bachelor of Commerce degree from the University of New South Wales and is a Fellow Certified Practicing Accountant (FCPA). Figure 1. Overview of the Port of Melbourne which handles 2.25 million containers and some 3500 ships per year.

MATTIJS SIEBINGA graduated in 1989 with an MSc in Mine Engineering from Technical University Delft, The Netherlands. From 1989 to date he has worked at Royal Boskalis Westminster, first as a Geotechnical Engineer and from 1992-95 as an Estimator. In mid-1995 he was appointed Project Engineer until in early 1997 he became Regional Manager for Westminster Dredging in Warri, Nigeria. In 2001 he transferred to Australia as Operations Manager for WestHam Dredging Pty Ltd in Figure 2. Aerial view of the Sydney and in 2002 he became Managing Port Phillip Bay, Melbourne Director of Boskalis Australia Pty Ltd where that covers 2000 sq km he is presently located. with 264 km coastline and 3 million people living in the vicinity.

To achieve this major expansion, the Port outcome is expected, and all decisions with a concerted communications effort of Melbourne sought a relationship with a by the partners take into account to involve the public, the Contractor and Contractor of shared responsibility and risk. stakeholder interests and are based on PoMC were able to demonstrate the After thorough vetting, an Alliance full disclosure. environmentally sound dredging Contract was signed in May 2004 between methodology. This educational campaign Port of Melbourne Corporation (PoMC) For that reason, the Alliance Contract was included public hearings, an information and Boskalis Australia Pty Ltd. An Alliance instrumental in overcoming one of the major programme and school presentations. form of contract was chosen because non-technical obstacles to the execution It also included extensive monitoring commitment to such an arrangement of the dredging works – the negative before, during and after the works as well gives the best opportunity for the delivery reactions of some stakeholders in the as a multi-level corporate communications of outstanding outcomes regarding time, vicinity of Port Phillip Bay. On-going campaign. These open and transparent budget, safety and environmental discussions and the emergence of a local communications efforts played a significant performance. An Alliance Contract is group of bayside residents who were clearly role in reassuring many stakeholders that based on mutual trust in which the roles, opposed to the project, eventually led to the channel deepening project could be responsibilities and accountabilities of the court action, which temporarily stopped the conducted in a safe and environmentally partners are clearly defined. A win-win dredging operations. Working together, sustainable manner. 14 Terra et Aqua | Number 116 | September 2009

PROJECT SPECIFICATIONS phase of the Project. Considering the difficulties of the sea, the soil and The comprehensive project objectives as environmental conditions, the project specified by the Port of Melbourne were to demanded a large investment in Research & provide channel modifications to sections Development to find innovative solutions. of the Great Shipping Channel at the One of the issues involved responding to a Entrance to the Bay, the South Channel, group of local residents who launched a the approach channels to the Port and the concerted media campaign with the express Yarra River Channel as well as to protect purpose of ceasing any dredging from the existing service pipelines across the occurring (Figures 5 and 6). Yarra River and Port Melbourne Channel taking into account the deeper channels (Figures 3 and 4). The Alliance Contract THE PROS AND CONS OF DREDGING signed by PoMC and Boskalis Australia required all actions and decisions to be Viewed from an economic standpoint, the based on “Best for Project” principles. Channel Deepening Project has a strong, positive business appeal. It is a 30-year The Deepening of the Entrance at Port infrastructure project, with a budget of Phillip Bay, where approximately 400,000 US$640 million, creating 2,300 jobs in cubic metres of rock had to be removed to construction and 300-500 jobs in Figure 3. Scope of the dredging works. achieve acceptable depths, was the first operations. The expansion is also necessary

Figure 4. Contour and dredging areas at the Entrance. Figure 5. Public protests greeted the start of the dredging trials. Some protests took Figure 6. Other demonstrators greeted the arrival of the dredging vessel with protests place on land. (courtesy of The Australian Greens). from the water.

to maintain Melbourne’s competitive edge however, as a result of new environmental In addition to the environmental challenges, in water-transported trade (Figure 7). regulations and stakeholder concerns, the deepening would cause the services blasting was no longer acceptable. Besides under the Yarra River to become more From an environmental-social viewpoint, the potentially detrimental effect of noise exposed to potential impacts from the however, the main issues related to pressure pulses, blasting also brings with possibility, albeit remote, of dropping or turbidity and contaminated material, and it the risk of rock falling on deep dragging anchors. The Contractor proposed although regular dredging had been habitats, which is clearly unacceptable, to cover the pipelines with a layer of rock conducted over the past century, very little so finding an alternative method became and steel plates, which was much more information was available to the public. the first focus of the Alliance Team. cost efficient than the initial plans to replace them with deeper lying pipelines. The concern was that dredging induced Over time contaminated sediment, the However, the small tolerances for the turbidity within Port Phillip Bay could result of years of industrialisation in the placement of the rock required special potentially harm benthic organisms, region, has settled in the Yarra River, equipment and work methods. seagrasses and fauna that depend on these so along with the proposed dredging habitats for food and protection. In fact, operations came the question of the Other factors such as new international and Port Phillip Heads Marine National Park disposal of this dredged material. Some national benchmarks of scrutiny for large itself (known as The Heads) had never been groups also regarded the possible impact projects and a very rigorous environmental dredged before. Up until 1986 the Great of turbidity on seagrasses and the approvals process also influenced the Shipping Channel in the Entrance was surrounding habitat in Port Phillip Bay Port’s expansion project. At the same time, deepened using explosives. Since that time, to be a risk factor. the emergence of issues-specific and cause-related civil society organisations (environmental action groups) added another demand for accountability. In addition, with parallel advances in technological communications and new media such as the Internet, the velocity with which information is distributed resulted in a massive public reaction – both for and against – to the announcement of the dredging project. Add to this the fact that dredging by its nature is invisible, that is, everything goes on below the water’s surface. This meant for some groups that the project could very easily engender a high degree of skepticism and misunderstanding.

Figure 7. A cargo dock at the Port of Melbourne, Australia’s largest container and general cargo port. The Channel Deepening Project was vital to maintaining Melbourne’s competitive edge. 16 Terra et Aqua | Number 116 | September 2009

Figure 8. Amongst the assets found in Port Phillip Bay are seahorses, multiple species of fish and precious sponges.

THE PHYSICAL SITUATION benthic micro-algae (Figure 8). In addition, opponents. The Newport Power Station Port Phillip Bay has several Ramsar sites such raised questions about whether the The Entrance to Port Phillip Bay is a naturally as Swan Bay, Mud Island and Spit Wildlife dredging works would affect the cooling dynamic body of water with waves and Reserve. (Ramsar is an intergovernmental water with potential loss in efficiency and up to five metres in height and complex tidal treaty with 159 contracting parties which damage to the cooling system. Also cited currents up to 8 knots per hour. The seabed provides the framework for national action by stakeholders were sites of significant is extremely hard and required specialised and international cooperation for the cultural heritage, including the shipwreck dredging techniques. The Port Entrance conservation and wise use of wetlands.) site HMAS Goorangai and the former consists of sandy limestone or calcarenite A deep reef with sessile invertebrates, such Hovell Pile light. varying in strength from UCS = 1 – 30 MPa. as sponges and hydroids, and a shallow Some parts have a fine-layered structure, reef with kelp communities are found at while other, harder, parts were massive. The Marine National Parks at Port Phillip THE APPROVAL PROCESS A large cutter dredger would normally be Heads (Figure 9). used for this type of rock, but with the The challenges were immediately apparent extreme turbulence of the sea, a cutter was during the tendering process that started in not stable enough nor was it flexible enough THE THREATS the summer of 2003 and continued through to work in a busy channel with a high to the finalisation of the Alliance Contract volume of commercial shipping vessels. The environmental threats to the Bay’s in May 2004, when the development phase Entrance were both real and perceived. with further study and research work The operations were also complicated by They included the risk of rock falling on commenced. First of all, an Environmental the location of the Entrance close to the deep reef habitats in the Entrance, the Effects Statement (EES) costing US$8 million Port Phillip Heads Marine National Park. presence of contaminated material within was released in July 2004. Then an indepen- This Park includes a deep canyon ranging the Yarra River and the need to store this in dent panel assembled 138 recommendations from 80 to 100 metres deep adjacent to an underwater-confined disposal facility and advised that there was need for further the two dredge areas at the Entrance (UW-CDF). The effects of turbidity caused scientific investigation to be carried out known as Nepean Bank and Rip Bank. by dredging and the amounts of released before the project could proceed. This work Port Phillip Bay itself is characterised by nutrients could be threatening and needed resulted in what became known as the clear water with high visibility. It is rich in to be measured and monitored. In addition, Supplementary Environmental Effects many species of fish and other aquatic life the potential loss of heritage, economic loss Statement (SEES). as well as sensitive reefs and wetlands. to the fisheries and the reduction of social values needed to be addressed. As part of this process, a trial had to be undertaken to prove that dredging the THE ASSETS The key social values that Bay users wished Entrance was viable and to gather data for to protect involved the noise and visual further environmental studies. From June The assets within Port Phillip Bay and at the impacts of dredging and the disturbance through October 2005, trial dredging by Entrance to be protected are numerous: caused by turbidity to recreational activities the trailing suction hopper dredger (TSHD) listed and protected fish species such as the (diving, fishing, boating and beaches). Queen of the Netherlands was executed. Australian grayling and Australian mudfish, The potential economic loss to commercial Reliable data were collected, but protests penguins, anchovy, whales, dolphins, pied activities like commercial diving, fishing continued even after project approval by the cormorants, aquaculture fisheries, seagrass, activities, charter fishing and ecotourism Government. The public outcry eventually sponges, hard and soft coral species and were also cause for concern amongst led to a Supreme Court challenge. Figure 9. Key ecological assets in the designated dredging area.

Negative Newspaper headlines continued to abound: “Bay fears rising”; “Kiss the fish goodbye fear”; “Queen of all monsters readies for mammoth task”; “Tears flowing over dredging” and daily television reports emphasized the dangers of dredging (Figure 10).

BALANCING THREATS AND ASSETS

To communicate successfully with the public, experts was assembled and technology TECHNICAL INNOVATIONS the Alliance Team of the PoMC and the and science were implemented to achieve Contractor had to acknowledge the assets a project of the highest environmental From a technical perspective, the problem and perceived threats of the dredging standards. The emphasis was placed on was twofold: The hard seabed would operations, and then present means to protecting natural assets. An extensive normally indicate dredging with a traditional remedy the threats and protect the assets. with a large number of cutter. In this case, however, the heavy seas In pursuing this action, the Alliance with workshops involving all specialists along that exist at the Entrance to Port Phillip Bay, Boskalis proved to be extremely important. with the contractor served as the along with the large volume of shipping There was in fact no local dredging foundation to determine the proper traffic meant that the cutter’s stationary company available or capable of executing balance between assets and threats. operating procedure would not work. this unique and complex project. The For instance extensive experiments were A trailing suction hopper, on the other Entrance required specialised technology conducted to determine the impact of hand, is more flexible and can work in and expertise, it demanded detailed biological response to reduced light severe weather conditions, but trailers planning and the approval process required caused by turbidity (Figures 11 and 12). had never dealt well with dredging rock. intellectual input from the dredging partner. For the modelling of the intensity and extent of the turbidity plume, input from Boskalis in respect of the turbidity source strength and the dredging cycle was essential. The dredging partner had to be able to assure the environmental controls for delivery of the project. Although Boskalis was surprised at the media attention – protest letters were even sent directly to Queen Beatrix of the Netherlands – they were ready and able to address the issues. Figure 10. Headlines in In response to the panel recommendations the local newspapers and the actions of some stakeholders, reinforced the anxieties the project was reconfigured. A team of about dredging. 18 Terra et Aqua | Number 116 | September 2009

Figure 11. Shading experiments were conducted to determine the impact of biological response to reduced light. From left to right: the installation of a shade, kelp under a shade and a light meter.

Given the hardness of the rock found near open the ground using strong, large teeth. and destroy precious marine life: the Bay’s Entrance, both a jumbo trailing The first tests were conducted on land at a • After every 24,000 m3 of material suction dredger and an exceptional and rock quarry in Portland, Australia, 300 km dredged, a clean-up activity was powerful draghead were needed. from Melbourne, in an area with the same conducted with an adjusted draghead geology as the Port Phillip Bay Entrance. for a minimum of 18 hours and with The Boskalis Research & Development, Central at least 90% coverage of the dredged Technical and the Dredging Departments, Whilst the cutting processes on land and area. Also, before inclement weather working as an inter-disciplinary think-tank, on the seabed are comparable, they are not (i.e., prior to waves above 3 metres) developed an innovative : A new exactly the same. As a result, the R&D team arrived, a clean-up was required. type of draghead – a ripperhead – which went to WL|Delft Hydraulics (now Deltares) in • When dredging towards the canyon, could be mounted on a trailing suction the Netherlands to quantify the differences. the draghead had to be lifted so that no hopper dredger, a feat which had never The scientists in Delft were able to predict rock would be removed within 5 metres been attempted before. the underwater conditions and the system of the canyon edge. was applied to the specifics of an improved, • When dredging the canyon edge itself, To investigate this cost-efficient and effective submerged ripperhead. only dredging towards the plateau was solution further, the R&D team considered allowed. other industries where the excavation of As part of the Supplementary Environmental • Along the Northwestern side of the rock plays a central role. They were inspired Effects Statement (SEES), a full-scale trial Nepean Bank (closest to the Port Phillip by how rock is excavated from quarries, was launched for two weeks with the TSHD Heads Marine National Park), a ridge was where bulldozers on caterpillar tracks rip Queen of the Netherlands dredging using left in place until the remaining area had the improved ripperheads at the Entrance been dredged to design level. This ridge to the Bay. The trial showed that the was removed separately, after additional ripperheads were cutting through the rock clean up of the area behind the ridge. adequately, but were leaving too much material on the seabed. These loose rocks Preliminary results of the post-dredging were being picked up by currents and video survey have clearly demonstrated waves and deposited on flora and fauna the effectiveness of the optimised ripper living on a nearby deep reef. To ensure draghead and the strict execution of the that the Project’s strict environmental prescribed work method. requirements could be met, the R&D team returned to the Deltares laboratory for The Alliance Contract between PoMC more model studies, more simulation trials, and Boskalis Australia facilitated the and more modifications to minimise completion of the SEES as decisions about spillage. Ultimately the ripperhead was the proposed work scope, cost estimates optimised in a way that satisfied both and total budget were developed and cost-efficiency and environmental norms. approved together by the appointed Alliance Team. This helped expedite Other precautionary measures were acquiring the necessary environmental implemented to minimise the possibility permits as well as addressing the Figure 12. The verification of two turbidity probes. that loose rock might fall into the canyon environmental concerns of stakeholders. 19

Figure 13. Baywide Monitoring Programme: Monitoring is ongoing and remains an important element in the Environmental Management Plan.

COMMUNICATING WITH THE PUBLIC 15,000 pages of data and research and such as fish, seabirds and seagrass. So far 40 new technical studies, which also modifications made to the technology and On all levels, the cooperation of the dredging incorporated findings from the trial dredge. work methods have proven to be effective, contractor was essential to engaging the and turbidity levels continue to remain well community in discussions and in developing As a result, PoMC won State and Federal below prescribed environmental limits. dedicated communications vehicles, including: Government approval and implemented a • a project website (www.channelproject.com) stringent Environmental Management Plan Vessel tracking and hydrographic surveys • a toll-free telephone hotline (EMP) at the end of 2007, which would ensure that the impacted footprint and • community information sessions at which surpass the environmental standards put in dredged quantity are minimised and that members from the Port of Melbourne place by a dredging project anywhere in the dredging works are delivered as closely Corporation and the contractor Boskalis the world. as possible to design. In addition to the met with the public at a number of direct process controls, a Baywide locations around the Bay The Environmental Management Plan Monitoring Programme is being conducted, • educational programmes with The EMP was prepared as part of the SEES which focuses on potential ecological schoolchildren, and and was the last document that had to be impacts (Figures 13 and 14). The results • the establishment of the Community approved by State and Federal Government Liaison and Dive Industry Liaison Groups, before the project could start. Known as which involved regular meetings of the “Rule Book” of the Channel Deepening members of the Port of Melbourne Project, the EMP sets out: Corporation with representatives from • Safeguards to protect Bay assets; these key Bay stakeholders – comprised • Project delivery standards with 58 of both supporters and opponents of the environmental controls for its activities, Channel Deepening Project. such as dredging; • Monitoring programmes; • Regulatory controls and reporting FURTHER STEPS IN THE APPROVAL procedures; PROCES • Contractor and communications measures.

In March 2007, the SEES was submitted A significant number of the environmental for public review and the subsequent controls in the EMP relate to the control of governmental approval process, which the dredging. Turbidity monitoring ensures included a six-week long panel enquiry. that potential impacts will be limited or It was executed at a cost of US$80 million minimised in line with the EMP. For example, and represented over two years of turbidity is measured at 11 conformance peer-reviewed investigation. It comprised sites in the Bay for the protection of assets Figure 14. One of the monitoring buoys located in the Bay. 20 Terra et Aqua | Number 116 | September 2009

Figure 15. Encouraging and its environs and about the need for headlines indicate the environmental protection success of the extensive • invest time and money on television/ communication efforts. radio/print advertising campaigns which demonstrate why the project is good for the community and the economy, show that deepening is a normal activity with a long history that only impacts a small part of the Bay, and illustrate the lengths that the organisation has gone to protect the environment • provide regular media releases • create a dedicated website and toll-free telephone information line.

Through reliable communications, a true of this monitoring are being presented stakeholders of high and low risk situations dialogue between various stakeholders quarterly and may be used to adjust the and helped them to understand how developed making it possible to better direct controls in case the measured effects some risks can indeed be easily mitigated educate the community and allay many are different from the predicted. Even (Figure 15). fears they had regarding the Channel after the Channel Deepening Project is Deepening Project. This took both a completed, some environmental monitoring proactive and multi-faceted media and in the entire area will continue. CONCLUSIONS community relations programme along with a significant financial investment in At the end of January 2008 the Queen of The Port of Melbourne Corporation’s robust scientific research to meet a the Netherlands returned to Melbourne to Channel Deepening Project provided some rigorous project-approval regime. begin the actual work. After several key learning experiences regarding the additional court challenges regarding need to establish open and transparent Finally, the public has the right to environmental impacts, the Federal Court communications protocols about this transparency. Their concerns must also be ruled in favour of the PoMC and on 5 April complex and demanding dredging project. the concerns of the contractor and client. the Queen began dredging hard rock at Furthermore, as a result of protracted and Economic issues are important, but the Entrance. She completed this work on costly delays, the importance of engaging environmental and social issues are equally 17 September 2008, having dredged with stakeholders much earlier in the important. As a result of multi-disciplinary 461,000 m3 rock. process has become a major takeaway for teams, thorough risk assessments, both the Port and its Alliance partners. modelling, monitoring, a good EMP and As of 30 September 2008, removing the clear communication about these activities, rock seabed at the Entrance was officially One essential ingredient is transparency. dredging at the Port has progressed solidly, concluded and endorsed by the regulators. Measures suggested to be taken before, environmental limits on the whole have Meanwhile the deepening of the Channel during and after the project include: been met, the opponents and media are continues in other sections of the Bay and • create a Stakeholder Advisory Committee less negative, and the concerns about additional works are also ongoing involving • appoint an independent Chair dredging are more realistically perceived. navigation aids, berths and underwater • conduct community information sessions, services. As of May 2009, approximately where real give-and-take dialogue is 80% of the overall total dredging volume possible rather than public meetings REFERENCES in Melbourne had been completed, and the where only the proponent gets to speak entire deepening project remains on • give stakeholders a chance to meet the Bradford, Stephen (2009). Presentation: schedule to be completed in the second experts, including the dredging Development of Melbourne Harbour. half of 2009. contractor, and ask them questions Aquaterra -2nd World Forum on Delta • conduct regular presentations and & Coastal Development. Amsterdam, As part of the communications efforts, the briefings and establish print and the Netherlands. Port offers to inform the public at its electronic newsletters to keep various weekly media conferences on project groups informed of the project’s Uelman, Frans (2008). Presentation: Port of progress, project schedule and turbidity, developments Melbourne Channel Deepening Project – airborne and underwater noise monitoring • organise programmes for schoolchildren Dredging in a precious environment. CEDA data. This weekly reporting has informed so they can learn more about the Bay Conference, Doha, Qatar. IADC International Seminar on Dredging and Reclamation 2009 21

IADC INTERNATIONAL SEMINAR ON DREDGING AND RECLAMATION 2009

Twenty-two young professionals from 15 NEXT STOP SINGAPORE, - state-of-the-art dredging techniques as countries sat down together in a classroom NOVEMBER 16-20 2009 well as environmentally sound techniques; at UNESCO–IHE in Delft, The Netherlands - pre-dredging and soil investigations, from June 15 to 19 to learn about the The next IADC seminar will be organised in designing and estimating from the intricacies and challenges of dredging and co-operation with the National University of contractor’s view; marine construction. The group, with Singapore, from November 16-20 2009 at - costing of projects and types of contracts representatives from Albania, Bahrain, the Grand Park City Hall Hotel. Decision such as charter, unit rates, lump sum and Cameroon, China, Denmark, Gambia, makers, their advisors and consultants in risk-sharing agreements. India, Indonesia, Nigeria, Senegal, Spain, government, port and harbour authorities, Sri Lanka, Tanzania, U.A.E. and Vietnam, offshore companies and other organisations A participants dinner and on-site trip are marked the 32nd time the International who may come in contact with dredging highlights of the Seminar. In addition, each Association of Dredging Companies (IADC) projects are encouraged to attend. participant receives a set of comprehensive has organised this International Seminar on proceedings with an extensive literature Dredging and Reclamation. All lectures will be presented by experts list and a Certificate of Achievement in from IADC member companies, whose recognition of the completion of the Since 1993 the IADC has offered this practical knowledge and experience give coursework. The Seminars reflect IADC’s seminar – especially developed for younger added value to the classroom theory. commitment to education and to encouraging members of dredging-related industries – Subjects covered in the five-day course are: young people to enter the field of dredging. on a regular basis at a variety of locations - the development of new ports and including Delft, Singapore, Dubai, Buenos maintenance of existing ports; The fee for the week-long seminar in Aires, Bahrain, Mexico and Abu Dhabi. - project phasing (identification, Singapore is € 2,950 (including VAT). The seminars are aimed at (future) decision investigation, feasibility studies, design, This amount includes all tuition, seminar makers and their advisors in governments, construction, and maintenance); proceedings, workshops and a special port and harbour authorities, offshore - descriptions of types of dredging equipment participants dinner, but excludes travel companies and other organisations that are and boundary conditions for their use; costs and accommodations. IADC will assist charged with the execution of dredging with finding accommodations if needed. projects. Over the years, hundreds of Above: Seminar participants at UNESCO-IHE made a For more information and assistance, professionals in maritime related fields have site visit to the Grensmaas project, located at the border please contact the IADC Secretariat: attended the course, thus laying the basis of the Netherlands and Belgium, where the aim is to Mr. Frans-Herman Cammel, for many successful dredging and land reduce flood risk whilst simultaneously developing large [email protected] or call the reclamation projects around the globe. nature preserves and extracting gravel for construction. IADC Secretariat at +31 70 352 33 34. 22 Terra et Aqua | Number 116 | September 2009

KENNETH N. MITCHELL

DEPTH-UTILIZATION ANALYSIS FOR ESTIMATING ECONOMIC ACTIVITY SUPPORTED BY DREDGING

ABSTRACT maintenance prioritization. By analyzing Funding for this work was provided through detailed records already collected by the the USACE Coastal Inlets Research Program The U.S. Army Corps of Engineers (USACE) USACE Waterborne Commerce Statistics (CIRP) as well as USACE Headquarters. has the federal mission of maintaining the Center (WCSC) and by cross-referencing The author wishes to give special thanks national waterborne transportation commodity codes used by WCSC with to USACE-HQ Navigation Business Line infrastructure. In support of this mission, those in the U.S. Customs foreign cargo Manager Mr. James Walker and Navigation the USACE invests hundreds of millions of value database, estimates can be made Technical Director Mr. Jeff Lillycrop. Also, dollars annually towards operation and concerning the tonnage and value of Mr. Keith Hofseth of the Institute for maintenance, primarily dredging, of federal cargo transiting at each 1-ft increment of Water Resources provided valuable insights channels and waterways. Limited funding maintained depth in any given segment during initial discussions concerning the in recent years has forced project managers of waterway. This approach differs from depth-utilization approach to channel to make difficult decisions concerning the present USACE system for evaluating evaluation. Finally, CIRP program manager which projects and sub-projects are to be channels. In the new framework, channels Dr. Nick Kraus has given continued support, dredged and which are to be considered are evaluated by examining the tonnage encouragement and technical guidance. lower priority awaiting extra funding. and cargo value transiting at the marginal depths; that is, those depths vulnerable to Examiners from the Office of Management shoaling during each budget cycle and, INTRODUCTION and Budget have conveyed to USACE the therefore, most dependent upon USACE need for providing more detailed economic maintenance dredging. The article first The waterway infrastructure in the United justification for the money spent each year appeared in the Proceedings of the States constitutes a vital transportation maintaining the many hundreds of channels WEDA 29 Conference in Phoenix, Arizona mode essential for continuous, reliable and sub-reaches to project depths. Indications in June 2009 and is reprinted here in an movement of bulk commodities and are that overall funding will not increase updated version with permission. manufactured goods, activity that is central significantly until the economic case for to ensuring a resilient, dynamic economy. dredging activities is improved. This article The U.S. Army Corps of Engineers (USACE) presents work being conducted within Above: A cargo ship passes under the railroad lift is the government agency tasked with USACE at the U.S. Army Engineer Research span bridge of the Chesapeake & Delaware Canal as maintaining the vast portfolio of federal and Development Center, Coastal and it heads North to Philadelphia. Establishing a system deep-draft (>15 ft) navigation channels Hydraulics Laboratory towards providing to prioritize channel maintenance dredging is crucial and waterways. Each year, USACE invests this justification through development of to ensuring the safety and economic viability of hundreds of millions of dollars towards a decision tool for aiding in channel waterborne transportation. Operations and Maintenance (O&M) of the Depth-Utilization Analysis for Estimating Economic Activity Supported by Dredging 23

deep-draft waterway infrastructure, with in the account that has reached in excess the majority of these funds expended on of $4.0 billion as of fiscal year 2009 (U.S. periodic dredging of navigation channels, Treasury Accounts Summary 2009). ports, and harbors. This maintenance is necessary to ensure that channel depths Indications from the Office of Management are sufficient for safe and reliable passage and Budget (OMB) are that total outlays of large, ocean-going tankers, container from the HMTF cannot be expected to vessels and bulk carriers. To carry out this increase without improved justification for work an objective, consistent framework present funding levels. Lacking the time and for prioritizing channels within the USACE resources to produce such justifications, navigation portfolio is necessary, rather than USACE operations managers at all levels an ad hoc system in which decisions are have been forced to make difficult decisions based largely upon (significant) experiential wherein many projects are maintained at Rene Kolman, Deputy Secretary General of the IADC knowledge and best judgments, which less-than-authorized depths. The funding (left), congratulates Ned Mitchell, winner of the leads to difficulties when trying to defend shortfalls and uncertainty surrounding IADC Award for the Best Paper by a Young Author. maintenance dredging funding decisions. future outlays have the potential for additional side effects such as suppressed reinvestment activities (i.e., new dredgers) IADC AWARD 2009 PRESENTED USACE NAVIGATION MISSION AND within the dredging industry, since the lack AT WEDA 29 & TAMU 40 CONFERENCE, HARBOR MAINTENANCE TRUST FUND of transparent, consistent O&M budgeting PHOENIX, ARIZONA, USA makes it difficult to predict dredging JUNE 14-17 2009 Since the first federal appropriations for demand in out years. waterway improvements on the Mississippi An IADC Best Paper Award was presented at WEDA 29 and Ohio Rivers were made in 1824 (History The funding imbalance within the HMTF and TAMU 40 Conference 2009 to Kenneth Ned Mitchell. of USACE 1998), federal authorization has has resulted in calls for increased outlays He began his career at ERDC in the fall of 2006, working been granted to more than 150 deep-draft from several stakeholder groups and within the Coastal Engineering Branch of the Coastal navigation projects. Designation as a independent reviews (e.g., Transportation and Hydraulics Laboratory in Vicksburg, Mississippi. federal waterway is established by the Research Board 2004). OMB examiners In addition to navigation portfolio management studies Congress, with authorized channel depths have responded to USACE requests for – the subject of his paper here – he has assisted with and widths set according to detailed increased outlays from the HMTF with calls design of the Lightweight Modular Causeway System and economic forecast studies that aim to for improved justifications of existing has also worked on hurricane surge risk assessments. maximize national economic development funding levels for annual maintenance He holds a masters degree in civil engineering from (NED) over a 50-year planning horizon. dredging, specifically concerning the Vanderbilt University and has recently been awarded However, as the federal portfolio of rationale for how the funding is allocated a PhD through the same department. He is currently a waterway projects has expanded, and as across the portfolio of navigation projects Research Civil Engineer, U.S. Army Engineer Research deep-draft channel depths have increased (GAO 2008). Though detailed economic and Development Center, Coastal and Hydraulics with the advent of larger global shipping studies are conducted prior to original Laboratory in Vicksburg. vessels, annual appropriations for O&M project construction (initial channel dredging and related activities have deepening) to ensure economic justification Each year at selected conferences, the International frequently not kept pace with levels needed over the project life-cycle, time and Association of Dredging Companies grants awards for to maintain all channels to their full resource constraints and the large volume the best papers written by younger authors. In each authorized dimensions. of projects across the USACE navigation case the Conference Paper Committee is asked to portfolio have heretofore prevented recommend a prizewinner whose paper makes a The Water Resources Development Act equivalent studies from being conducted significant contribution to the literature on dredging (WRDA) of 1986 established the Harbor concerning the maintenance dredging and related fields. The purpose of the IADC Award is Maintenance Trust Fund (HMTF) to help activities occurring during each budget cycle. “to stimulate the promotion of new ideas and encourage avoid these sorts of funding shortfalls. younger men and women in the dredging industry”. Revenue into the HMTF is collected via a This is not to say that USACE maintenance The winner of an IADC Award receives e 1000 and a 0.125% ad valorem tax on all foreign dredging expenditures constitute an certificate of recognition and the paper may then be imports and domestic traffic shipped insignificant share of the overall annual published in Terra et Aqua. through US coastal ports (Grier et al. 2005; budget. Indeed, depending on project size Government Accountability Office [GAO] and site-specific dredging requirements, 2008). During the last several years, annual maintenance dredging expenditures payments into the HMTF have exceeded at the local level can range from tens of outlays, resulting in a cumulative “surplus” thousands to tens of millions of dollars 24 Terra et Aqua | Number 116 | September 2009

Table I. Total USACE Maintenance Dredging Expenditures, 2000-2008. annually. Table I shows the total USACE annual maintenance dredging expenditures Fiscal Year Total USACE Maintenance Dredging Expenditures (USACE Dredging Program 2009) over the (millions of dollars) period 2000-2008. 2000 $541.0 These figures represent a significant 2001 $557.0 investment in waterborne transportation 2002 $558.7 infrastructure. The challenge to USACE 2003 $597.2 R&D is to provide for improved justification 2004 $618.6 of these expenditures and to produce a consistent, transparent framework for 2005 $628.9 prioritization of the navigation project 2006 $670.5 portfolio. Because these efforts are aimed 2007 $730.7 at increasing outlays from the HMTF, the work presented here focuses largely 2008 $749.4 on the deep-draft navigation projects found in coastal regions. trade commodities enter and leave the groupings are also at the top of the list for United States. Table II offers a summary waterborne commodities in terms of gross VALUE OF DEEP-DRAFT CHANNELS for the top 10 most valuable commodity tonnage for 2004, as shown in Table III. groupings of foreign trade in 2004, along As justification for the significant USACE with the percentage of $-value transported Examining just waterborne imports and investments made each year towards deep- via coastal ports and channels, and the exports, and with tonnage as the ranking draft channel maintenance, it is noted that corresponding tonnage amounts. criterion, the top 10 commodities are the coastal ports and entrance channels of dominated by bulk energy commodities the United States handled roughly 1.5 billion With the exception of electronic integrated and agricultural goods. In addition to tonnes of foreign cargo in 2004 (the last circuits and aerospace vehicles, the top 10 the figures for coastal ports and channels year with publicly available figures), with a most valuable foreign trade commodities rely shown in Table II, in 2004 there were total monetary value of $958 billion. For heavily on the waterborne transportation 324 million tonnes of cargo shipped perspective, this latter figure represented infrastructure. This particularly holds for the domestically over coastal waters (including 41.9% of the monetary value of all foreign bulk energy commodities of crude petroleum the Great Lakes) and 626 million tonnes trade via all modes (U.S. Bureau of the and refined petroleum oils, with 87% and of cargo shipped on the inland waterway Census, Foreign Trade Division 2009). Indeed, 95% of all such foreign goods transported system (Institute for Water Resources waterborne transport is the means by which through coastal ports and channels, [IWR] 2005). Clearly the U.S. waterway large percentages of many key foreign respectively. These two foreign commodity infrastructure plays a vital role in the

Table II. Summary of Top 10 Foreign Trade Commodities by $-value and Waterborne Percentage of Each.

Top 10 Foreign Trade Commodities by $-value $-value Waterborne percentage Tonnes of Waterborne (All modes: e.g. air, truck, rail, etc.) (millions of dollars) of total $-value Cargo (1000 short tonnes) Motor Cars & Passenger Vehicles 148,023 59.4% 7,635 Crude Oil From Petroleum & Bituminous Minerals 136,358 87.0% 518,508 Automatic Data Process Machines 83,771 22.7% 1,168 Parts & Accessories For Motor Vehicles 68,197 30.0% 3,684 Electronic Integrated Circuits & Microassembled Parts 65,884 0.4% 9.8 Parts For Typewriters & Other Office Machines 48,074 25.8% 746.0 Oil (not Crude) From Petroleum & Bituminous Minerals 47,930 95.0% 166,198 Medicaments Mixed Or Not, In Dosage Form 38,326 12.2% 105.2 Transmission Apparatuses for Radio & Television; 37,639 9.0% 74.7 Televisions, Cameras & Recorders Aircraft, Powered; Spacecraft & Launch Vehicles 37,165 1.1% 1.6 Depth-Utilization Analysis for Estimating Economic Activity Supported by Dredging 25

Table III. Summary of Top 10 Waterborne Foreign Trade Commodities by Tonnage, 2004.

Top 10 Waterborne Foreign Trade Commodities by Tonnage Tonnes (1000 short tonnes) $-value (millions of dollars) Crude Oil From Petroleum & Bituminous Minerals 518,508 118,573 Oil (not Crude) From Petroleum & Bituminous Minerals 166,198 45,511 Coal 72,500 3,499 Corn (Maize) 48,388 5,449 Wheat and Meslin 33,083 4,921 Petroleum Coke, Petroleum Bitumen & Other Residues 30,125 1,546 Portland Cement, Aluminous Cement, Slag Cement 26,795 934.6 Soybeans 25,245 6,077 Petroleum Gases & Other Gaseous Hydrocarbons 25,088 5,444 Iron Ores & Concentrates 20,472 634.0

national economy. This article explores It should be noted that a USACE navigation Within each project, there are often many approaches currently under development project typically encompasses an entire port miles of maintained channels, and projects within USACE for improving the economic zone (e.g. Savannah, Mobile, Charleston, usually contain multiple reaches, such as an justification of annual coastal channel Seattle, and so on), though large port areas entrance channel, bay channel, and river maintenance dredging investments. are sometimes divided into multiple projects. channels (Figures 1 and 2).

MAINTENANCE PRIORITIZATION OF USACE NAVIGATION PROJECTS

Current Prioritization Methodology OMB examiners have conveyed to USACE personnel the need for improved justification and prioritization of current annual appropriations for maintenance dredging as a precondition for increased outlays from the Harbor Maintenance Trust Fund. The present system employed by USACE personnel for prioritizing deep-draft projects uses total gross tonnage as the metric of comparison. The data needed for this assessment originates from the Waterborne Commerce Statistics Center (WCSC), part of the Corps’ Institute for Water Resources Figure 1. Ships in the entrance channel of the port of Savannah, Georgia have to sail under a bridge to reach the port. (IWR). Each year, WCSC publishes figures concerning shipments of cargo over the USACE navigation project portfolio in the form of detailed reports entitled Waterborne Commerce of the United States. The reports contain records for all USACE navigation projects, providing information on tonnage, traffic type (foreign, domestic, inbound, outbound, ...), commodity breakdowns, and numbers of vessel calls.

Figure 2. Dredging to maintain navigable depths at Savannah. 26 Terra et Aqua | Number 116 | September 2009

Table IV. Top 20 USACE Navigation Projects Ranked by Average Total Tonnage, Presently, for O&M dredging allocations, 2001-2005. USACE gives priority to the navigation projects handling at least 10 million tonnes Top USACE Projects, Ranked by Tonnage Tonnage of waterborne cargo annually (GAO 2008). (1000 short tonnes) This threshold results in roughly 60 high-use 1) Mississippi River: Baton Rouge to Gulf of Mexico 420,635 projects receiving preference for yearly maintenance dollars. The 10-million-tonne 2) Galveston Harbor & Channel, TX 196,092 standard does not guarantee that all work 3) Houston Ship Channel, TX 191,583 packages associated with a high-use project 4) New York Harbor, NY 143,451 will be approved for funding nor does it preclude all lighter-use projects from 5) Sabine-Neches Waterway, TX 137,268 consideration. However, it does serve as a 6) Los Angeles-Long Beach Harbors, CA 124,270 general basis for the majority of annual 7) Philadelphia to the Sea (Delaware River and Bay) 123,413 maintenance work package considerations. 8) NY-NJ Channels (Arthur Kill & Kill Van Kull) 112,748 Table IV shows the top 20 USACE navigation projects ranked in terms of average total 9) St. Mary’s River, MI 78,759 tonnage from 2001-2005 (IWR 2006). 10) St. Clair River, MI 77,141 11) Corpus Christi Ship Channel, TX 76,289 In order to help put the figures in Table IV 12) Detroit River, MI 72,156 in perspective first consider that the tonnage associated with the various projects is not 13) Channels in Lake St. Clair, MI 66,243 mutually exclusive across projects. For 14) Texas City Channel, TX 60,464 example, much of the tonnage transiting 15) Calcasieu River & Pass, LA 52,241 the St. Mary’s River, the St. Clair River, the Detroit River, and the Channels in 16) Mobile Harbor, AL 51,371 Lake St. Clair, Michigan can be attributed 17) Columbia & Lower Williamette Rivers below Vancouver, 50,028 to shipments that utilize all four projects WA & Portland, OR while transiting the Great Lakes system. 18) Tampa Harbor, FL 47,505 This is also true of the Galveston Entrance Channel, which carries all coastwise traffic 19) Thimble Shoal Channel, VA (Mouth of Chesapeake Bay) 45,173 (foreign and domestic) transiting the 20) Duluth-Superior Harbor, MN & WI 42,592 Houston Ship Channel and Texas City Channels. In other words, the totals in Table IV make no distinction between the tonnage. An important premise of the Finally, note that the tonnage totals do not “through” tonnage that transits a project approach presented in this discussion is that apply uniformly to all sub-reaches within a without stopping and tonnage that actually the extent to which maintained depths are project purview. Depending on the distribution docks within a project. utilized by transiting vessels is a useful metric of docks and cargo terminals within the port when attempting to prioritize navigation area, certain reaches (e.g., the entrance This potential ambiguity has implications projects across the USACE navigation channels) may have significantly higher in determining the relative contributions portfolio. tonnage totals than others. However, in the of ports and harbors into the HMTF. present USACE prioritization methodology, Moreover, it underscores the point that Allocation of limited resources across a there is no systematic way of distinguishing the waterway infrastructure serves as a large portfolio of projects is a difficult task, these lighter-use reaches from the high-use transportation network, and that any given made more challenging by the limited channels within the larger navigation projects. shipment of cargo may rely on multiple amounts of time and resources available to USACE navigation projects. A reduction in decision makers when assessing project While it is true that local project operations the level of service (e.g., allowable draft) needs on a rolling budget cycle. Therefore, managers exercise due discretion in allocating in one project could therefore result in although the tonnage totals shown in maintenance funding across the various disruptions and economic consequences Table IV offer an expedient way for USACE channels and sub-reaches they are responsible system-wide. decision makers to evaluate the relative for maintaining, without ready access to significance of navigation projects, it is detailed commerce figures reflecting use The second point to note is that the raw recognized that incorporation of additional by commercial shipping, time and resource tonnage totals do not give any indication data such as draft and cargo value would constraints them to base decisions of cargo type, traffic type, cargo value or provide improved justification for largely upon (significant) experiential knowl- the drafts of the vessels used to transport maintenance dredging investments. edge and best judgments. The result is an Depth-Utilization Analysis for Estimating Economic Activity Supported by Dredging 27

Figure 3. Tonnage levels across the range of channel depths for a sample reach.

ad hoc system of channel maintenance, In the past year, a software package has been for a sample reach chosen for the purposes leading to difficulties when trying to defend under development by USACE R&D to assist of illustration. maintenance dredging funding decisions. decision makers with extraction and processing The work presented herein aims to remedy of pertinent data subsets from this large The decision maker is now able to visualize this situation. confidential database collected and collated the distribution of tonnage transiting the each year by the WCSC. The Channel reach across the range of channel depths, Depth-Utilization Approach Via Prioritization Tool (CPT) uses structured query not just the single cumulative tonnage Channel Prioritization Tool (CPT) language coupled with a user interface to amount. By comparing this tonnage In addition to the publicly available tonnage allow for customized, reach-specific reportage distribution to the current channel limiting figures published each year, WCSC also of tonnage, commodity, cargo value, and depths and shoaling levels anticipated in maintains a confidential dock-level database vessel draft data. Users are able to set sorting the next budget cycle, a much more of commerce statistics with an even higher and filtering criteria such that decision informative view of the benefits of dredging degree of resolution. The information maker priorities are more fully reflected. (and in turn, the consequences of forgoing contained in the database is given trade channel maintenance) can be formed. secret status, and is therefore not released to Distribution of tonnage across channel the public. The data is available to USACE depths Traffic and commodity-specific analysis personnel and has mostly been accessed by Maintenance dredging of navigation channels CPT allows for further analysis of the cargo planners and economists during detailed typically is concerned with the marginal transiting a given reach at each 1-ft draft economic justification studies for new channel depths. Only as a result of severe increment. Beyond the distribution of tonnage construction and project expansions. shoaling events (e.g., hurricanes and major across channel depths, there is useful inland flooding) do depth reductions of information concerning the composition of Heretofore, these data have not been used more than a few feet occur in a given year. this tonnage, such as relative percentages in a structured, sustained way in support of This means that much of the waterborne of foreign and domestic traffic, and inbound annual O&M funding decisions. In addition commerce utilizing a given segment of channel and outbound cargo. Figure 4 shows the to the dock-level resolution, a significant is not impacted directly by year-to-year distribution of tonnage for the same sample added dimension of detail includes vessel shoaling and modest reductions in channel reach shown in Figure 3, but with the draft data tied to individual commodity depth. USACE personnel responsible for additional breakdown showing the relative shipments. If all docks along a particular reach prioritizing annual maintenance dredging levels of foreign imports and exports. Similar of maintained channel are taken together activities would benefit from knowing results can be generated showing domestic and the vessel draft records aggregated, which reaches support the most commerce traffic levels. The availability of these valuable information can be gleaned at the marginal, shoal-vulnerable depths. additional breakdowns has implications for concerning the extent to which maintained CPT provides for this sort of analysis, and policy makers concerning national priorities depths are being utilized by commercial Figure 3 shows a CPT-generated breakdown and the USACE navigation project portfolio. shipping. of tonnage levels at various channels depths For example, federal policy might evolve so 28 Terra et Aqua | Number 116 | September 2009

Figure 4. Draft breakdown for sample reach, showing tonnes of imports and exports.

Figure 5. Draft breakdown for sample reach, showing the top 10 commodities when ranked by tonnage.

as to encourage multi-modal transport of mechanism for quickly analyzing the USACE navigation channel maintenance. However, goods and commodities, with critical rail project portfolio, decision makers would the dock-level database maintained by WCSC and highway terminals better aligned with struggle to allocate annual maintenance does not contain information concerning principal foreign trade ports in order to funding so as to comply with such policy the monetary value of the various commodity move cargo more efficiently throughout the aims. Based upon the data found in the groupings. Such information allows for United States. USACE personnel might then WCSC database, CPT allows the user to relative economic impact estimates of be directed to allocate O&M funding such observe specific commodity types transiting reductions in channel depth to be made. that over time these broad policy aims are at each 1-ft increment of maintained In order to include this capability within supported. Such policy directives could then channel depth. Figure 5 is a breakdown for CPT, a separate dataset maintained and be more easily complied with through use the shoal-vulnerable depths of the sample published by the Foreign Trade Division of of the CPT analysis package. Likewise, reach shown previously in Figures 3 and 4. the U.S. Census Bureau (2009) was cross future policy-level guidance could move referenced with the WCSC data. towards supporting particular commodity Cargo value estimates groupings, such as imports of bulk energy OMB examiners have requested improved The port-level cargo value tables found in commodities like crude petroleum and coal, economic justification for the significant the Customs database contain tonnage and or exports of agricultural goods. Without a annual investments made by USACE towards dollar-value figures for roughly 5,500 different Depth-Utilization Analysis for Estimating Economic Activity Supported by Dredging 29

Figure 6. Cargo value for each 1-ft draft increment for sample reach.

Figure 7. Draft breakdown for sample reach, showing the top 10 commodities when ranked by $-value.

commodity classifications. This necessitates direct information concerning the value of value of cargo transiting at the marginal cross-referencing and nesting with the goods and commodities directly dependent channel depths does not fully convey the roughly 660 different commodity classifica- upon maintenance dredging of deep-draft true economic benefits of dredging (or tions employed by the WCSC database. An channels. For example, suppose the sample economic consequences of loss of depth), example of the final cargo value estimates reach is expected to experience a 3-ft it is nonetheless a useful metric when generated with CPT is shown in Figure 6. reduction in navigable depth in the upcoming attempting to compare the relative budget cycle if maintenance dredging is not economic significance of deep-draft It shows the same sample reach presented conducted. Then Figure 4 shows that nearly channels across the navigation portfolio. above, with cargo value totals for each $1.5 billion worth of commodity movements 1-ft increment of maintained channel. The would be disrupted by such a decision. This additional capability of CPT also illustrates capability to include the monetary value This is not to say that the economic the role of container shipping in the national of cargo transiting at maintained channel consequences would be equal to $1.5 billion, economy. Because most manufactured and depths represents a significant improvement but shipping operators would experience a specialty goods are shipped via container over the current gross tonnage-based degree of economic loss owing to lighter vessels, ports with large container handling method for maintenance prioritization. vessel drafts and fewer goods transported facilities tend to have higher overall cargo The cargo-value breakdown provides clear, per trip. So, although it is true that the value figures. Global trends in the interna- 30 Terra et Aqua | Number 116 | September 2009

tional shipping industry are leading to ever CONCLUSIONS Transportation Research Board, No. 1909, larger and deeper-draft container vessels, Transportation Research Board of the and it is thought that the ability of ports to The USACE must serve as a responsible National Academies, Washington, D.C., accommodate these vessels will have large steward of taxpayer dollars while maintaining pp. 54–61. implications for future economic growth the critical waterborne transportation (Hackett 2003). Figure 7 shows a breakdown infrastructure. Coastal deep-draft channels Hackett, B. (2003). “National dredging of the top 10 commodities for the sample and ports play a vital role in ensuring steady, needs study of U.S. ports and harbors: reach when ranked by cargo value. reliable movement of goods and commodities update 2000.” U.S. Army Corps of in support of a healthy national economy. Engineers, Institute of Water Resources The differences (and a few similarities) in This discussion here has presented work Report 00-R-04. the top 10 commodities according to the being conducted by USACE R&D towards two ranking metrics are apparent, when improved justification and prioritization of Institute for Water Resources (2005). looking at Figures 3 and 5. With tonnage annual maintenance dredging investments Waterborne Commerce of the United as the criterion, the top 10 list is comprised across the portfolio of deep-draft navigation States, Calendar Year 2004, Part 5 – largely of bulk commodities and goods in projects. National Summaries. U.S. Army Corps primary forms, whereas the cargo-value of Engineers. Alexandria, Virginia. criterion results in mostly manufactured Detailed records collected and maintained machinery and specialty equipment. by the Waterborne Commerce Statistics Institute for Water Resources (2006). Center are queried by means of a convenient Waterborne Commerce of the United Improved Justification and graphical interface and analysis package States, Calendar Year 2005, Parts 1-4. Prioritization called the Channel Prioritization Tool (CPT). U.S. Army Corps of Engineers. Alexandria, Discussion thus far has focused on the This package provides USACE personnel Virginia. increased level of detail that CPT provides with a much higher level of detail to USACE personnel requiring channel concerning commercial use of navigation The History of the U.S. Army Corps of usage statistics for decision support. projects, and it produces valuable decision Engineers, 2nd ed. (1998). EP 870-1-45. However, in assessing the relative needs support for maintenance dredging funding of projects in the navigation portfolio allocations. In particular, the extent to Transportation Research Board Special for maintenance funding, the physical which commercial shipping utilizes the Report 279 (2004). The Marine condition of the dredged channels must channel depths maintained by USACE can Transportation System and the Federal also be considered. USACE district offices be quantified by examining the tonnage Role: Measuring Performance, Targeting perform periodic channel condition and cargo-value of goods transiting at the Improvement. National Academies Press. surveys and typically release the resulting marginal, shoal-vulnerable depths. Washington, D.C. navigable depth information to the public. Continued development of CPT is focused Maintenance dredging investments should U.S. Army Corps of Engineers Dredging on automated uploading of the latest be made so as to maximize the benefits to Program (2009). Long-term Continuing channel condition surveys for each the national economy, but application of Analysis of Dredging Data. Navigation project sub-reach. These features will rational and consistent prioritization criteria Data Center. Dredging Information System. allow users to directly observe the across the vast USACE navigation portfolio Available Online: http://www.iwr.usace.army. tonnage, commodities and cargo value demands advanced information management mil/ndc/db/dredging/ddcost/ddhis08INET.xls that will be disrupted should funds for capabilities. CPT and the depth-utilization maintenance dredging be withheld. approach represent a strong initial step U.S. Bureau of the Census, Foreign Trade towards providing improved economic Division (2009). USA Trade Online CPT capabilities have been discussed and justification of O&M dredging investments. (http://www.statusa.com). shown for a single sample reach chosen for illustration. Similar analyses can be U.S. Department of the Treasury. Harbor quickly and easily conducted for many REFERENCES Maintenance Trust Fund. Account hundreds of project sub-reaches in the Number 20X8863. Available Online: USACE navigation portfolio. Allocation Government Accountability Office (GAO) http://www.treasurydirect.gov/govt/reports/ of limited resources across a portfolio (2008). Federal User Fees: Substantive Reviews fip/acctstmt/acctstmt.htm necessitates prioritization of projects Needed to Align Port-Related Fees with the according to consistent, rational criteria Programs They Support. GAO-08-321. that reflect decision maker priorities. The CPT interface and analysis package Grier, D., Hawnn, A., Lane, J., Patel, S. (2005). offers a significant initial step towards “Harbor Maintenance Trust Fund.” this goal. Transportation Research Record: Journal of the IADC Safety Award: Remediation of the Acid Tar Lagoons at Rieme, Belgium 31

IADC SAFETY AWARD: REMEDIATION OF THE ACID TAR LAGOONS AT RIEME, BELGIUM

Each year the International Association of ACID TAR REMEDIATION PROJECT Elimination at Source Dredging Companies (IADC) seeks to honor As the lagoons were not lined, they have one of its member companies that has shown Acid tar is a residue of the chemical refining caused a serious pollution problem to the outstanding achievement in the area of of oils by means of oleum – concentrated subsoil and groundwater. Clearly, before any safety. The IADC Safety Award is intended sulphuric acid. In the early and middle 20th remedial action could be taken in the vicinity “to encourage the development of safety century, oleum was added to the oils in order of the lagoons, the source itself needed to skills on the job and to reward those people to extract impurities and heavy molecules, be eliminated. Therefore the client, who is and companies demonstrating special diligence which were trapped in a tarry product. After legally the problem owner, together with the in safety awareness in the performance of decantation of the tar, the oil was filtered environmental consultant, decided to remove their profession”. Companies are asked to over Fuller’s earth to remove the residual the content of all the lagoons, neutralise, recommend a project or ship for the Safety tar and acid. Both the acid tar and used stabilise and solidify the tars, and put the Award, and the IADC Board of Directors then Fuller’s earth were then commonly dumped solidified material in a controlled containment chooses the recipient based on a thorough in lagoons near the production site. cell on the former lagoon area. evaluation. Given the high standards that the IADC member companies set for themselves During this time, three large acid tar lagoons and for the industry, this is no easy task. were constructed at Rieme, Belgium, nearby The 2009 award has been presented to the Ghent-Terneuzen Canal. The composition DEME Environmental Contractors (DEC), a of the acid tars in these lagoons varies in subsidiary of DEME, the parent company of relation to the period of production and Dredging International and Decloedt Dredging. the age of the tars. The largest lagoon, an Through DEC these two dredging giants have area of about 2 hectares, contained the combined their knowledge, technology and oldest tars dating from before World War II. years of experience in sediment and sludge These are a mixture of solid and pasty tars. Figure 1. A sample processing, soil and groundwater remediation The other two smaller lagoons, both of liquid acid tar as and waterworks and landfill technology under 0.5 hectare, contained liquid and viscous tars found in the two one roof. The operation that DEC performed (Figure 1) In total, about 200,000 tonnes smaller lagoons. Tar in the remediation of extremely toxic and of lagoon material was present. surfaces were covered dangerous acid tar lagoons demonstrates with a lime slurry that the expertise developed by dredging Above: The three acid tar lagoons at Rieme. Lagoon III specially developed and maritime construction companies is (foreground) is the largest, covering about 2 hectares and by DEC to prevent applicable in very unusual circumstances. contained the oldest tars dating from before World War II. emissions of SO2. 32 Terra et Aqua | Number 116 | September 2009

Once this source is removed, the second phase • The lack of stability of the lagoon dikes: The potential presence of UXO is a of the remediation will take place, that is, Over time, the dikes of the acid tar lagoons challenge that is often faced on dredging the treatment of contaminated soils outside were raised in order to increase the capacity contracts. But the presence of UXO with the lagoon area and the third phase consisting of the lagoons. Because of restrictions and or without chemical detonators in of groundwater treatment in the vicinity of the vicinity of the terrain border, the dikes combination with high pressure pipelines the lagoons. Thanks to their innovative were not widened as they should have carrying hydrogen or natural gas only approach with respect to execution of the been, resulting in very steep and unstable metres away gives an extra dimension to remediation and approach to stabilisation, slopes. This is a boundary condition to be the problem. Add to that neighbouring DEC NV was appointed as the contractor reckoned with, because the consequences (petro)chemical companies of Seveso class for the first phase of this remediation. of a dike-failure could be catastrophic, and potential doomsday scenarios easily especially in view of the nature of the spring to mind. Within the boundary conditions of the products that are being contained by them. remediation concept that was set up by the • The potential emissions of SO2, an client and the environmental consultant, irritating, toxic gas that is slightly heavier “FAILING TO PREPARE IS PREPARING and agreed upon by OVAM (Environmental than air: To prevent the gas from escaping TO FAIL” Agency of Flanders), DEC NV worked out into the atmosphere, a water-lock had the design for the remediation scheme, been kept on top of the lagoons. However, To work safely within the boundary which mainly consists of: as soon as the water lock is removed or conditions stated above demanded a

1.  Methodology of excavation of the lagoon the acid tar is stirred, SO2 is emitted. multi-level approach whereby the necessary materials taking into account the presence These emissions have to be dealt with preventive measures are incorporated in of unexploded ordnance (UXO) and high adequately for the safety of the personnel accordance with the hierarchy of prevention:

emissions of sulphur dioxide (SO2). working on site, the safety of the public, 1. removal of the risk, 2. Design of the mix formulation and design the minimisation of nuisance to the 2. collective protective measures, and build of the equipment for the neighbours and the prevention of 3. personal protective measures,

stabilisation/solidification the lagoon environmental pollution (SO2 in the air 4. training of personnel, instructions and materials to meet stringent geotechnical gives rise to acid rain). warnings. and chemical requirements imposed by • The potential presence of UXO left from the client and OVAM. World War II when the area of the acid tar As they say: “Failing to prepare is preparing 3. Design and build of the BATNEEC water lagoons was a strategic target for German to fail”. Good preparation is always very treatment concept for lagoon water and airplanes as well as the RAF and the USAF important and in view of the potential groundwater. at the end of the war: UXO included mainly disastrous outcome of any incident involving 4. Design and build of the controlled 500 and 1000 lbs aviation bombs, with one of the major risk factors, failing was containment area for storage of the some smaller 100 lbs bombs, artillery not an option. stabilised lagoon materials. grenades and potentially bombs with chemical detonators. A Team of Internal and External The design and pilot tests were conducted • Nearby pipelines with inflammable and Specialists from April 2004 through end November 2005. explosive products, above and below Sound preparation absolutely required a Full-scale commissioning tests took place ground including high pressure gas pipe- team of experts who master their field from March 2005 through February 2006. lines, carrying hydrogen and natural gas. and can find the best solutions for all the Immediately thereafter the full-scale execution • Nearby housing as the acid tar lagoons challenges at hand. DEC and DEME both began. It is scheduled to conclude at the are located at the edge of the village of have ample experience in environmental end of 2009. Rieme, with some houses located just dredging, soil remediation, chemical outside the site fencing, and immobilisation, geotechnical stabilisation, • Neighbouring companies which are construction of controlled storage areas, MAJOR RISK FACTORS mainly (petro)chemical companies. dealing with gaseous emissions, water treatment and such. These specialists From a safety point of view, the remediation Although the risks are challenging in each field were put on the job in of the acid tar lagoons at Rieme posed a individually, their tendency to interact can the preparation phase. In the case of great challenge with many risk factors. easily result in a cascade of catastrophic UXO, because it falls outside the core These are: events. The particular cocktail of these risk competences of DEC and DEME, • The content of the lagoons: The acid factors thus renders the project extremely specialist subcontractors were engaged. tar and the overlying lagoon water and daunting: Acid tar itself, mixed with The scope of the operations with regard the groundwater with a pH of about 2, unstable dikes, combined with potential to UXO is two-fold: Detection work conditions which are very unfriendly for emissions of SO2, with nearby private and approach and identification work both man and machine. homes and UXO. (Figures 2 and 3). Location of the acid tar lagoons.

Figure 2. Left, An aerial view of the bombardments of the RAF and USAF in May 1944 and location of the lagoons. Statistically 10 to 20 percent of the total amount of bombs dropped can be expected to have failed to explode. Figure 3. Right, An UXO expert identifies an UXO. The Belgian army and police are then immediately alerted to excavate and diffuse it.

Dry versus Wet Excavation • Dealing with potential emissions of SO2 • Dealing with potential presence of UXO Given the terrain at the acid tar lagoons at This included the substitution of the water- The first exercise with regard to UXO was Rieme, dredging techniques would normally lock in order to allow dry excavations; the performance of a thorough historical be the obvious choice. At first sight dredging construction of purpose-built equipment investigation in order to obtain as much has many advantages: First of all, the and a FMEA (Failure Mode Effect Analysis) information as possible on the background water-lock is preventing massive emissions to ensure a safe design of the equipment. of the lagoons and the types of UXO to of SO2. Secondly, large parts of the terrain Other issues involved excavation front and be expected. Interviews with neighbours, become inaccessible for detection and excavation equipment; transport and former employees and former contractors excavation once the water is removed transport equipment; treatment installation were conducted and public archives as because of the liquid and pasty nature of the and off-gas treatment; and monitoring on well as war archives, including those of underlying lagoon content. These are very the terrain, at the site perimeter and the RAF in the United Kingdom were important stimuli to work with a dredging outside the site perimeter. consulted. Statistically 10 to 20 percent technique rather than a dry excavation of the total amount of bombs dropped method. Still, regardless of the technical An extremely important safety decision can be expected to have failed to explode. difficulties that would have to be dealt with, involved the treatment process. Acid tar is DEC opted for the dry excavation method. a very unfriendly product both chemically • Dike stability measures and physically, both toxic and corrosive. In a more standard practice for a dredging Why? Because the foremost concern was to For humans, the processing environment contractor, stabilities of the dikes as they develop an intrinsically safe work method and for the acid tars is lethal. Consequently, stood were calculated. From these that meant knowing exactly what you are DEC reverted to a robust technical solution, calculations, it was obvious that the dikes doing in these complicated circumstances. fully automated and operated from an were standing more out of habit than To know what you are doing you have to overpressurised control room, whereas anything else. A work method statement see what you are doing. DEC was convinced the production hall itself was kept under was elaborated to lower and widen the that dry excavation was by far the safest constant underpressure. No people dikes in a safe way, enabling access by working method. This fundamental, far-from- were allowed in the production hall in heavy equipment. obvious choice resulted in a number of very operation. If maintenance was required, innovative solutions and broad know-how the procedure for confined spaces was • Perform tests of various (unproven) with regard to handling acid tar and applicable. This was the most difficult techniques particularly with regard to emission control. solution from a technical point of view. Various tests were conducted during the design and pilot phases of the project. Work Method Statements and Risk Although the treatment facility would With regard to safety, the main tests Analysis only be temporary – it was built for the related to the preventive measures against

Once a good and safe working method has duration of the project only – great care potential emissions of SO2. As regards been developed, it must be transformed in was taken with the design of this complex other main risk factors, these were either a detailed plan, known as the “work method installation and an elaborate HAZOP common knowledge (e.g. dike stability) or statement”. For the remediation of the acid (HAZard and OPerability) study was used un-testable (e.g. no UXO readily available). tar lagoons at Rieme, the most important to optimise the safety of the entire All tests were completed successfully and safety subjects are discussed below. concept. it was time for the full-scale execution. 34 Terra et Aqua | Number 116 | September 2009

LEARNING FROM EXPERIENCE Training and instructions to personnel is sometimes higher, sometimes lower. Till always thorough, but at Rieme it was now, everybody has made an effort to However good the preparation and however extensive. Everybody who starts to work keep the safety level high or get it higher. good everybody’s intentions during execution, at Rieme gets a site-specific introduction The conclusion: To keep attention elevated, learning from experience is crucial. One way where all safety issues are addressed in an any action or reminder is good, as long as is to achieve this is to write method state- elaborate, comprehensive way. it is brought in a positive way. ments that allow some flexibility, i.e. that are not too rigid so absolutely no variation is Additional trainings are given to the Communication with neighbours and possible. Method statements should already excavator operators who perform the UXO relevant authorities is another area where incorporate a learning process by fixing the excavation works under the supervision of a great deal of effort was invested. Clear principles to adhere to, but not necessarily the UXO expert. These trainings are given and timely communication about what is the absolute values. by instructors from the UXO expert and going on, how the situation is being include an examination to make sure all handled and how everything is absolutely Drawing lessons from unsafe situations, instructions are clearly understood. under control is essential to ensure that near-misses and incidents is also essential the project remains acceptable to the to the learning process. At Rieme, every “Safety awareness” on site is always neighbours, the general public and the occurrence was analysed in order to find imperative. In general, within the company authorities. Especially two “Open Days” out its root causes. For complex situations, over 50% of the lost-time incidents are one during the pilot phase and one prior a fault-tree analysis approach was used. caused by slips, trips and falls. At Rieme to the full-scale work were a great The basic principle for discovering all relevant this could be disastrous so addressing this success. information is to work by a “no-blame was a top priority. Safety risks often lurk policy”. Finding the root cause of an incident in very small corners, making on-site safety by interrogating all persons involved in a awareness always an important focus. SETTING A GOOD EXAMPLE FOR THE factual way and allowing people to admit To incentivise safety awareness, a system INDUSTRY a mistake without repressive consequences was put in place on the project and a trial has very different results than blaming period is now running. A “safety score” Many topics such as zoning of the site in people or kicking workers off the site. is kept and displayed on the digital display black (dirty) and white (clean) areas, the Obviously, whenever bad intentions are at the entrance of the site. The project use of clean-dirty cabins, personal hygiene, involved, proper and severe consequences started with 100 points. Positive marks smoking policy, traffic plan, working at have to follow. Not to react in such cases that improve the safety level on site are height, lifting, electrical installations, would also be negligent and unsafe. awarded positive points. Violation of any work-permit system, waste-management safety rules or procedures results in a and so on have not been discussed here. Whatever preventive measures are taken reduction of points. When the counter is These procedures are always in place and to limit the risks at the source and/or to above 100 after the end of the trial period, very much attended to on this project. provide collective protection, “rest-risks” everybody on site receives an incentive. DEC and DEME are both VCA**, ISO 9001 still remain. These rest-risks can only be and ISO 14001 certified companies, which addressed by Personal Protective Equipment Often it is difficult to get feedback for is already a good indicator of the overall (PPE), monitoring equipment, and training improvements or notifications on potentially minimum safety level within the company. and instructions to personnel. At Rieme in dangerous situations from the workers The safety measures described here are addition to the standard PPE, site-specific on the work-floor. At Rieme, for the particular to this project and go well PPE such as chemical-resistant Tyvec coveralls, notification of potential improvements, a beyond the standard safety procedures. gloves and safety goggles in view of the DEME S.H.O.C. (Safety Hazard Observation acid conditions, as well as dust filters and Card) is used. This is in itself a test to check Finally, the remediation of the acid tar safety goggles for operations where dust out the system: in how far does the extra lagoons at Rieme is unique by any global is a risk and personal gas masks, were administration prevent a barrier and how standard. Consequently DEC took the provided. Also, personal SO2 monitors can the system be kept as simple and opportunity to organise an “Acid Tar to measure SO2 levels were issued. efficient as possible. Workshop”. The aim of the workshop was to illustrate how acid tar can be dealt Monitoring equipment included portable The preliminary conclusions after two with safely and effectively. In total around gas detectors to perform measurements months of trial period were that the “safety 90 international and highly interested both within and outside the terrain border counter” has a noticeable effect; by looking participants from various industries and permanent gas detectors were on the at the counter, employees are constantly attended the workshop, learning from site perimeter, with permanent logging reminded of safety and the safety the DEC experience what elaborate safety and connected to an automatic alarm awareness has been raised in a game-like measures are imperative for such a system. fashion. The counter remains around 100, complicated project. Seminars/Conferences/Events 35 SEMINARS/CONFERENCES/EVENTS

6th International SedNet For further information contact: HAMBURG, GERMANY www.europortmaritime.nl OCTOBER 6-8, 2009 Tel: +31 (0)10 293 32 50 Email: [email protected] This SedNet event will take place in two phases: “Sediment Management in River Basin Management Plans” will be held on October 6-7 as a Round Table CEDA Dredging Days 2009 discussion for invited persons and “The Role of AHOY ROTTERDAM, THE NETHERLANDS Sediments in Coastal Management” conference will NOVEMBER 4-6, 2009 be held October 7-8 and is open to all sediment experts. Both events are hosted and co-organised The annual CEDA conference will be held with the by Hamburg Port Authority. theme “Dredging Tools for the Future”. Stakeholders and the dredging equipment industry are invited to For further information about SedNet and the present and discuss coming challenges and their conference visit: www.sednet.org suggestions for solutions. Topics will include: dredging tools and energy scarcity / high energy costs, climate change, extreme conditions, increasingly stricter MTEC 2009 environmental regulations and the dynamics of DE DOELEN, ROTTERDAM, THE NETHERLANDS nature. The International Association of Dredging OCTOBER 21-23, 2009 Companies Award for a contribution to the literature on dredging will be presented for the best paper of The Maritime-Port Technology and Development the conference by an author under 35 years of age. Conference is the third in the series of conferences initiated by the Port of Rotterdam Authority and the For further information contact: Maritime and Port Authority of Singapore and is CEDA, Radex Building, Rotterdamseweg 183c organised bi-annually in one of these two port cities. 2629 HD Delft, The Netherlands The following themes will be addressed: “Working Tel: +31 (0)15 268 2575, Fax: +31 (0)15 268 2576 together” on room for growth which includes port Email: [email protected] spatial planning and development, floating facilities and environmental zoning; on sustainable ports including climate change mitigation and adaptation, Hydro9 Conference air and water quality, building with nature, clean CAPE TOWN, SOUTH AFRICA energy, safety and security; and on accessible ports, NOVEMBER 10-12, 2009 including port infrastructure, modal split; mobility management and virtual infra/ICT. The Hydrographic Society of South Africa, on behalf of the International Federation of Hydrographic Societies For further information see: www.mtec2009.com (IFHS), will stage the first African Hydro conference at Cape Peninsula University of Technology’s Cape Town Hotel School. It features papers by leading world experts, Europort Maritime 2009 an exhibition of equipment and services, and technical AHOY ROTTERDAM, THE NETHERLANDS workshops and boat demonstrations. Enhancing Global NOVEMBER 3-6, 2009 Capacity is the theme of the three-day event and topics include: Positioning, Geophysical, Metocean, Education & “Connecting the Maritime World” is the theme of Standards, Data Management, Survey Platforms, Coastal Europort 2009, a comprehensive international Mapping, Tides & Currents, Marine Environments, maritime exhibition. All sectors of the shipbuilding Hydrography for Marine Renewables, and Case Studies. industry, from inland to sea shipping, construction vessels, naval specials, workboats and dredging, For further information contact: fishery and offshore, are brought together in one The Hydrographic Society of South Africa state-of-the-art exhibition. Europort takes place in PO Box 30532, Tokai, South Africa 7966 Rotterdam, and has a total 40,000 m2 exhibition Tel: +27 21 460 3046, Fax: +27 21 460 3710 space. CEDA Dredging Days Conference forms a Email: [email protected] part of the Europort events. Dedicated conference website: www.hydro9.co.za 36 Terra et Aqua | Number 116 | September 2009

Call for papers

WEDA’s Brazil Chapter Dredging Conference Papers should cover the following suggested topics: The RIO INTERCONTINENTAL HOTEL, - Relationship between dredging and sustainable RIO de JANEIRO, BRAZIL development NOVEMBER 30-DECEMBER 3, 2009 - Dredging technology and research - Beneficial uses of dredged material WEDA’s Brazil Chapter, in conjunction with WEDA - Environmental aspects of dredging and Texas A & M will host its Second Dredging - Survey and positioning technology and equipment Conference November 30 through December 3, 2009 - Physical and numerical modeling at the Intercontinental Rio Hotel in Rio de Janeiro, - Sediment dewatering, treatment and disposal Brazil. The theme of this conference “Dredging in Brazil” - Dredging equipment will focus on dredging and environmental issues - Dredging project case studies. associated with new and innovative Brazilian dredging projects. This conference will be a forum for discussions Technical visits and tours will take place on between North, Central and South American September 13-14, after the Conference. Dredging Contractors, Brazilian Port Authorities, Other Government Agencies, Environmentalists, Papers should be original and not have been published Consultants, Academicians, Civil/Ocean Engineers previously and should be in English. 300 word who work in the exciting fields of dredging, Abstracts should be sent by September 30 2009 navigation, marine engineering and construction to one of the people below. and the enhancement of the marine environment. Papers should be submitted to the Technical Papers For further information contact: Committee who will review all one-page Abstracts Mr. Yang Zunwei, Chinese Dredging Association CHIDA and notify authors of acceptance. Manuscripts are No. 9, Dong Zhi Men Wai, Chun Xiu Road, not required. Power point presentations will be Beijing 100027, China recorded and used to create the proceedings. Tel: +86 106 417 4496 Submission of Abstract implies a firm commitment Email: [email protected] from the author to present the paper at the www.chida.org Conference. Interested Authors should send their one page abstract to one of the following: Capt David Padman, EADA Tel: +60 331 688 211 Dr. Ram Mohan, Anchor Environmental QEA Email: [email protected] Tel: +1 267 756 7165, Fax: +1 267 756 7166 Email: [email protected] John Dobson, EADA PO Box 388 Hamilton Central Dr. Robert E. Randall, Professor & Director, Queensland 4007 Australia Department for Civil Eng. Center for Dredging Studies Tel: +61 732 623 834 Tel: +1 979 845 4568, Fax: +1 979 862 8162 Email: [email protected] Email: [email protected] CEDA Secretariat Paulo Roberto Rodriguez, Director General, PO Box 488, 2600 AL Delft, The Netherlands Terpasa Serv Dragagem, Brazil Tel: +31 (0)15 268 25 75, Fax: +31 (0)15 268 25 76 Tel: +1 212 662 1020, Fax: +1 212 761 4609 Email: [email protected] Email: [email protected] Dr. Ram Mohan, WEDA Partner, Anchor Enviornmental LLC WODCON XIX 12 Paenns Trail Suite 138 GRAND EPOCH CITY RESORT & Newtown, PA 18940 USA EXHIBITION CENTRE, BEIJING, CHINA Email: [email protected] or SEPTEMBER 8-12, 2010 Dr. Robert Randall, Director Dredging Studies WODCON XIX Congress and Exhibition, with the Texas A&M University theme, “Dredging makes the world a better place”, College Station, TX 77843 USA will be organised by EADA in association with CHIDA. Email: [email protected] Membership list IADC 2009

Through their regional branches or through representatives, members of IADC operate directly at all locations worldwide

Editor Guidelines for Authors Africa Societa Italiana Dragaggi SpA ‘SIDRA’, Rome, Italy Marsha R. Cohen Terra et Aqua is a quarterly publication of the submitted, as these provide the best quality. Digital Boskalis International Egypt, Cairo, Egypt Baltic Marine Contractors SIA, Riga, Latvia Dredging and Reclamation Jan De Nul Ltd., Lagos, Nigeria Dredging and Maritime Management s.a., Steinfort, Luxembourg International Association of Dredging Companies, photographs should be of the highest resolution. 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China Boskalis B.V., Rotterdam, Netherlands Van Oord (Shanghai) Dredging Co. Ltd, Shanghai, P.R. China Boskalis International B.V., Papendrecht, Netherlands Neil Haworth the state of the art of the industry and other topics from • In the case of articles that have previously appeared Van Oord Dredging and Marine Contractors bv Hong Kong Branch, Hong Kong, P.R. China Boskalis Offshore bv, Papendrecht , Netherlands Heleen Schellinck the industry with actual news value will be highlighted. in conference proceedings, permission to reprint in Boskalis Dredging India Pvt Ltd., Mumbai, India Dredging and Contracting Rotterdam b.v., Bergen op Zoom, Netherlands International Seaport Dredging Private Ltd., New Delhi, India Mijnster zand- en grinthandel bv, Gorinchem, Netherlands Martijn Schuttevâer Terra et Aqua will be requested. Jan De Nul Dredging India Pvt. 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The Netherlands Jan De Nul n.v., Hofstade/Aalst, Belgium Van Oord Gulf FZE, Dubai, UAE Boskalis Westminster Dredging & Contracting Ltd., Cyprus Boskalis Westminster Middle East Ltd., Limassol, Cyprus The Americas T +31 (0)70 352 3334 Van Oord Middle East Ltd, Nicosia, Cyprus Van Oord Curaçao nv, Willemstad, Curaçao F +31 (0)70 351 2654 Rohde Nielsen, Copenhagen, Denmark Boskalis International bv Sucural Argentina, Buenos Aires, Argentina E [email protected] Terramare Eesti OU, Tallinn, Estonia Compañía Sud Americana de Dragados S.A, Buenos Aires, Argentina Terramare Oy, Helsinki, Finland Van Oord ACZ Marine Contractors bv Argentina Branch, Buenos Aires, Argentina I www.iadc-dredging.com Atlantique Dragage Sarl, St. Germain en Laye, France Ballast Ham Dredging do Brazil Ltda, Rio de Janeiro, Brazil I www.terra-et-aqua.com Société de Dragage International ‘SDI’ SA, Lambersart, France Dragamex SA de CV, Coatzacoalcos, Mexico Sodranord SARL, Le Blanc-Mesnil Cédex, France Dredging International Mexico SA de CV, Veracruz, Mexico Brewaba Wasserbaugesellschaft Bremen mbH, Bremen, Germany Mexicana de Dragados S.A. de C.V., Mexico City, Mexico Heinrich Hirdes G.m.b.H., Hamburg, Germany Coastal and Inland Marine Services Inc., Bethania, Panama Nordsee Nassbagger-und Tiefbau GmbH, Bremen, Germany Westminster Dredging Overseas, Trinidad Van Oord Gibraltar Ltd, Gibraltar Stuyvesant Dredging Company, Louisiana, United States of America Please address enquiries to the editor. Articles in Irish Dredging Company, Cork, Ireland Boskalis International Uruguay S.A., Montevideo, Uruguay Terra et Aqua do not necessarily reflect the opinion Van Oord Ireland Ltd, Dublin, Ireland Dravensa C.A., Caracas, Venezuela Boskalis Italia, Rome, Italy Dredging International NV - Sucursal Venezuela, Caracas, Venezuela of the IADC Board or of individual members. Dravo SA, Italia, Amelia (TR), Italy Dredging International de Panama SA, Panama

Cover Terra et Aqua is published quarterly by the IADC, The International Association © 2009 IADC, The Netherlands A cargo dock at the Port of Melbourne, Australia’s largest container and general cargo port. To maintain a competitive edge in world of Dredging Companies. The journal is available on request to individuals or All rights reserved. Electronic storage, reprinting or abstracting of the contents is waterborne trade, many ports require deepening to be able to accommodate the modern class of freight ships and increase in containers. organisations with a professional interest in dredging and maritime infrastructure allowed for non-commercial purposes with permission of the publisher. But expansion does not always come without controversy, especially at a port with unique Marine National Parks and Ramsar wetlands projects including the development of ports and waterways, coastal protection, (see page 12). land reclamation, offshore works, environmental remediation and habitat restoration. ISSN 0376-6411 The name Terra et Aqua is a registered trademark. For a free subscription go to www.terra-et-aqua.com Typesetting and printing by Opmeer Drukkerij bv, The Hague, The Netherlands. International Association of Dredging Companies Number 116 | September 2009

ET Maritime Solutions for a Changing World TERRA AQUA