Note: some dredging companies prefer not to reveal their projects for reasons of competitive advantage.<\/p>\n
ROTTERDAM BREAKING NEWS Three dredging consortia have qualified for the construction of Maasvlakte 2, Rotterdam’s massive expansion project: Royal Boskalis Westminster with Van Oord, Dredging International with Jan de Nul and Ballast Nedam with Per Aarsleff. The dredging contract is worth close to PARANA In the last 10 years, Cargill, Bunge, Aceitera General Deheza, Molinos and Dreyfus have invested US$800m in boosting capacity at Argentinean ports on the Parana River. They are also willing to spend a further US$600m, but only if the government deepens the draught on the river from 32 feet to 36 feet. At present, many vessels can only be half loaded because of draught restrictions, which means that Argentina loses an estimated US$200m per year in revenue. With the extra four feet, it is estimated that each vessel would be able to load an extra 7,000 tons of export grain, thereby reducing costs by US$220m. A dredging project scheduled for 2006 would cost US$80-100m to implement, although the scheme would cost an additional US$20m in additional maintenance dredging. Statistically, gains of US$150-200m would accrue if dredging does go-ahead as planned.<\/p>\n
RAS LAFFAN Royal Boskalis Westminster and Jan de Nul will construct a mega LNG harbour in Ras Laffan, Qatar. The total contract value is around US$2bn. 20m cu metres of limestone is to be dredged using three heavy-duty cutters. The dredged material will be used as landfill for a new terminal. The dredging work will also involve the reclamation of 25m cu metres of sand from the sea. The work will take 36 months by which time the port’s capacity will be four times greater. This is Boskalis’ biggest deal to date.<\/p>\n
IMMINGHAM UK Dredging has been heavily involved in project management of the capital dredging works for ABP’s Immingham Outer Harbour ro-ro development. The project has required 2.5m cu metres of capital dredging. UKD has been using a combination of its own vessels and chartered-in equipment.<\/p>\n
POOLE Poole has received approval for deepening the main approach channel from 6 to 7.5 metres.<\/p>\n
Enabling the port to accommodate the next generation of cross-channel ferries and ro-ro vessels, as well as attracting other types of larger vessels. At present the port can only accommodate 16% of the world’s cruiseships, but with the increased draft, will be able to take up to 55%. Container feeder ships are also in the port’s sites. The new channel will cost \u00a36.5m but around \u00a34m of this will be recovered from the Poole, Bournemouth and Purbeck councils, which will be taking the sand dredged from the channels for their beaches.<\/p>\n
Poole will also receive a government grant leaving the net cost to the port at \u00a32.5m which it hopes to recover within seven years.<\/p>\n
JEBEL ALI Jan de Nul will construct a second container dock at Jebel Ali in a US$500m contract.<\/p>\n
The is responsible for the construction of breakwater, quay walls, dredging and land reclamation. Dredging work represents around 30m cu metres. The terminal is expected to have an annual capacity of 5m TEUs. The company is already widening and deepening the port’s access channel. Unsuitables will be removed and stockpiled in a silt pond that will be dredged by a hopper dredger.<\/p>\n
HUANG HUA Jan De Nul is dredging the access channel to the port to its original design depth. The resulting increase in throughput will contribute significantly to China’s burgeoning need of energy supplies.<\/p>\n
MONTEVIDEO Jan de Nul is deepening the port’s access channel up to -11.5 metres involving the dredging of 5m cu metres.<\/p>\n
VALENCIA This ?80m Jan de Nul contract is for the dredging of the harbour basin and reclamation works behind the new quay wall involves the dredging of a trench to a depth of 21 metres and dumping of the material in an area within the port or within the future reclamation zone.<\/p>\n
SETHUSAMUDRAM The ambitious US$540m Sethusamudram ship canal project at the southernmost tip of the Indian peninsula is aimed at feeder vessels and will have a draught of 10 metres to keep the cost at manageable levels. It is felt this could prompt growth in ‘sethumax’ ships specially built for the purpose. The biggest beneficiary of the project would be Chennai port, which has the potential to transform itself into a regional transhipment hub like Colombo or Singapore.<\/p>\n
CONGO The project concerns dredging a number of stretches of the Congo River in the so-called “meandering zone”, which is the access to the main port of Congo: Matadi. Van Oord was awarded the US$7m contract financed through the World Bank.<\/p>\n
In the following tables Royal Boskalis Westminster identifies the principal long-term drivers to its ports and harbours business.<\/p>\n","protected":false},"excerpt":{"rendered":"
The major European contractors Royal Boskalis Westminster, Van Oord, Jan de Nul and DEME, are estimated to share 60% of the global dredging market whilst contractors based in Asia and the US, namely Penta Ocean, Hyundai, Samsung and Great Lakes Dredge & Dock, together with various regional and local players, occupy the balance. The following summarises some recently reported projects.<\/p>\n","protected":false},"author":8,"featured_media":1225,"comment_status":"closed","ping_status":"closed","sticky":false,"template":"","format":"standard","meta":{"_acf_changed":false,"footnotes":""},"categories":[33],"tags":[],"sponsor":[],"class_list":["post-1224","post","type-post","status-publish","format-standard","has-post-thumbnail","hentry","category-equipment"],"acf":[],"_links":{"self":[{"href":"https:\/\/www.portstrategy.com\/greenport-congress\/wp-json\/wp\/v2\/posts\/1224","targetHints":{"allow":["GET"]}}],"collection":[{"href":"https:\/\/www.portstrategy.com\/greenport-congress\/wp-json\/wp\/v2\/posts"}],"about":[{"href":"https:\/\/www.portstrategy.com\/greenport-congress\/wp-json\/wp\/v2\/types\/post"}],"author":[{"embeddable":true,"href":"https:\/\/www.portstrategy.com\/greenport-congress\/wp-json\/wp\/v2\/users\/8"}],"replies":[{"embeddable":true,"href":"https:\/\/www.portstrategy.com\/greenport-congress\/wp-json\/wp\/v2\/comments?post=1224"}],"version-history":[{"count":0,"href":"https:\/\/www.portstrategy.com\/greenport-congress\/wp-json\/wp\/v2\/posts\/1224\/revisions"}],"wp:featuredmedia":[{"embeddable":true,"href":"https:\/\/www.portstrategy.com\/greenport-congress\/wp-json\/wp\/v2\/media\/1225"}],"wp:attachment":[{"href":"https:\/\/www.portstrategy.com\/greenport-congress\/wp-json\/wp\/v2\/media?parent=1224"}],"wp:term":[{"taxonomy":"category","embeddable":true,"href":"https:\/\/www.portstrategy.com\/greenport-congress\/wp-json\/wp\/v2\/categories?post=1224"},{"taxonomy":"post_tag","embeddable":true,"href":"https:\/\/www.portstrategy.com\/greenport-congress\/wp-json\/wp\/v2\/tags?post=1224"},{"taxonomy":"sponsor","embeddable":true,"href":"https:\/\/www.portstrategy.com\/greenport-congress\/wp-json\/wp\/v2\/sponsor?post=1224"}],"curies":[{"name":"wp","href":"https:\/\/api.w.org\/{rel}","templated":true}]}}