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HARBOR IMPROVEMENTS
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Capital dredging arises primarily from port expansion projects. These are often undertaken to deepen channels for passage of larger, deeper-draft ships. Others focus on dredging channels and waterways to provide land reclamation for the construction of new port facilities. Capital projects also include other land reclamation, excavating trenches for pipeline, tunnel, and cable crossings, and other dredging related to the construction of breakwaters, jetties, canals, and other marine structures.
Although capital revenue can be impacted by budgetary constraints and economic conditions, these projects typically generate an immediate economic benefit to the ports and surrounding communities, both during construction and upon completion. As ports expand their facilities to meet increased demand and larger vessels are used, capital dredging projects translate into higher port revenues and decreased shipping costs.
Capital dredging is highly complex and requires specialized equipment, which limits the number of competitors qualified to perform such work. Great Lakes' experience, expertise and extensive and diverse equipment fleet make Great Lakes the nation's leading dredging contractor, with a significant market share of capital projects.
Deep Port Projects: The U.S. capital dredging market includes “Deep Port” projects authorized under the 1986 Water Resource Development Act (WRDA 86). WRDA 86 authorized the deepening of thirty-nine ports including six superports in Baltimore, Norfolk, New Orleans, New York-New Jersey, Mobile and Los Angeles. Subsequent WRDA bills, most recently in December 2000, have authorized additional port deepening projects and modifications to previously authorized projects.
| BOSTON HARBOR NAVIGATION IMPROVEMENT PROJECT |

| Client |
| | New England Division, U.S. Army Corps of Engineers |
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| Contract |
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| Description |
| | The chief purpose of the project was to increase navigational safety and efficiency and eliminate or greatly reduce delays for larger vessels by deepening the harbor's five principal tributaries from -35 ft to -40 ft. This involved removal and disposal of environmentally sensitive contaminated sediments not approved for off-shore disposal. Instead, large underwater disposal cells were excavated on the bottom of the harbor. Contaminated material was placed in these cells, then covered with a 3- to 5-ft thick capping layer of clean sand excavated from a simultaneous maintenance project in the Cape Cod Canal. Material removed from the cells was taken to the Massachusetts Bay Disposal Site. This was the first project of its kind to employ deep, in-channel disposal cells on such a scale. The company's resourceful management of the project earned a special quality award from the Federal Government. |
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Associated Documents
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| Deepening Boston Harbor |
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| BERTHS 55 AND 56, OAKLAND |

| Project |
| | Dredge & Landfill, Berths 55 and 56, Port of Oakland |
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| Client |
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| Role |
| | Subcontractor to General Construction Co.;
GLD&D performed all cutterhead dredging and reclation |
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| Contract |
| | Value: $5,000,000 (Private negotiation)
Duration: 3 months |
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| Description |
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Mechanical dredging of a total of ~81,000 yd³ of shoaled
material and bay mud
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Stripping 540,000 yd³ from surface areas with land equipment
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Cutterhead dredging 1.1 million yd³ of stiff material (N = > 30)Hydraulic fill: In two lifts, first to 10 ft, then to 30 ft
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Associated Documents
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| Berths 55 and 56, Oakland |
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| MIAMI HARBOR DEEPENING |

| Description |
| | Miami Harbor Dredge Works
The project entails removal of approximately 1.12 million yd³ of material from Fisherman Channel through the Lummus Turning Basin, to create a depth of 42 feet. The material is to be placed at the Ocean Dredged Material Disposal Sites. Additional work is apportioned in five options:
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Maintenance dredging of ~210,000 yd³ of shoal material from Cut 3 through the Main Turning Basin to 42-foot depth.
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Construction dredging of ~194,000 yd³ of material from the berthing area adjacent to Fisherman Channel and Lummus Turning Basin to 42 feet.
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Construction dredging of ~5,000 yd³ of material from the Dodge Island Cut berthing area to 34-foot depth.
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Maintenance dredging of ~22,000 yd³ from Cuts 1 and 2.
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Maintenance dredging of ~43,000 yd³ from port berths adjacent to the main ship channel and Fisherman’s Channel.
A variety of equipment will be employed in the project, including cutter suction, trailing suction hopper, and bucket dredges, drillboat(s), spider barge loaders, and material barges, as well as workboats, tugs, and numerous pieces of support plant.
Environmental requirements are rigorous and numerous. As the construction dredging works include drilling and blasting and several endangered species inhabit the area, the work requires observers for endangered species protection (hopper dredging only) turbidity monitoring, vibration monitoring and control activities, and dolphin/manatee watch activities. The maintenance work also requires turbidity monitoring and species protection measures. |
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| PORT OF NEW YORK/ NEW JERSEY |

| Client |
| | New York District, U.S. Army Corps of Engineers; Port Authority of New York/New Jersey |
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| Contract |
| | Value: Eight contracts total $275,000,000 |
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| Description |
| | In 1980, the Corps of Engineers embarked on a phased program to deepen the entrance channels to the Port of New York/New Jersey from 35 to 40 ft, then to 45 ft, and eventually to 50 ft. In the execution of this work, Great Lakes has performed many key projects, becoming the dominant contractor in this sector of the market. The projects require the excavation of a full range of materials that includes soft and stiff clays, red shale, serpentine rock, glacial till, and granite. |
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Associated Documents
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| New York- New Jersey Harbor Deepening |
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| JACKSONVILLE HARBOR |

| Client |
| | Jacksonville District, U.S. Army Corps of Engineers; Jacksonville Port Authority |
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| Contract |
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| Description |
| | Jacksonville's main shipping channel, a 23-mile stretch of the St. Johns River, extends from the river's mouth to the Jacksonville Port Authority Talleyrand Marine Terminal near downtown Jacksonville. The Water Resources Development Act authorized the deepening of Jacksonville's harbor from its current depth of -38 feet to a depth of -40 feet (to -41 ft in areas of limestone rock bottom) from the mouth of the St. Johns River to Drummond Point. Dredging included deepening of the west channel of JAXPORT's Blount Island Marine Terminal, taking the channel from -30 to -38 ft. |
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Associated Documents
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| Jacksonville Harbor |
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| PORT OF WILMINGTON, NORTH CAROLINA |

| Client |
| | Wilmington District, U.S. Army Corps of Engineers |
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| Contract |
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| Description |
| | This project involved dredging and disposing of 6.5 million yd³ of new work material. First, the existing Baldhead Shoal Channel was relocated some 13,000 ft southeast of its prior mouth. The new channel took the existing seabed, which ranged from -16 to -44 ft, to a grade of -44, with channel width varying from 720 ft to 500 ft. The approximate total contract area was 12,172,000 ft². The second segment involved deepening and widening the port's channel in the Cape Fear River from Keg Island to Lower Brunswick, removing 2.2 million yd³ of silty sand and sand via cutter suction dredge; drilling and blasting for removal of 340,000 yd³ of limestone, with material to be transported via barge to an ocean disposal site. |
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Associated Documents
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| Port of Wilmington |
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| PORT OF PROVIDENCE, RHODE ISLAND |

| Client |
| | New England District, U.S. Army Corps of Engineers |
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| Contract |
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| Description |
| | This project involved deepening Providence Harbor and the Providence River approach channel. Maintenance dredging with ocean disposal totaled 2,627,000 yd³. New work dredging entailed construction of deep confined aquatic disposal (CAD) cells to accept 1.4 million yd³ of contaminated materials. Ocean disposal totaled ~1.5 million yd³, and upland disposal 215,000 yd³. Capping medium to cover contaminated materials placed in CAD cells totaled 257,500 yd³. Additionally, the maintenance dredging was performed by clamshell dredges using environmental buckets, with barge overflow prohibited. |
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Associated Documents
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| Port of Providence |
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| PORT OF RICHMOND, CALIFORNIA |

| Client |
| | San Francisco District, U.S. Army Corps of Engineers |
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| Contract |
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| Description |
| | Navigational Improvement Project involved deepening the harbor to 38 ft. New work dredging totaled 2,877,500 yd³ this work was performed by clamshell dredges using environmental buckets, with offshore disposal at the San Francisco Ocean Disposal Site via the company's 7,200- yd³-capacity dump barges. Tight environmental requirements applied with respect to the towing and disposal of dredged materials. GLD&D made 470 disposal trips to the SF-DODS with no misplaced materials, far exceeding the performance record of any dredging contractor prior to or since this project. |
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Associated Documents
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| Port of Richmond, California |
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| BALTIMORE HARBOR MAINTENANCE DREDGING & UPLAND DISPOSAL |

| Project |
| | Baltimore Harbor Maintenance Dredging & Upland Disposal |
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| Client |
| | U.S. Army Corps of Engineers- Baltimore District |
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| Role |
| | GLDD was the prime contractor for the maintenance dredging and upland disposal. |
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| Contract |
| | Value: $28,000,000
Duration: 180 Days
Type: Clamshell
Dredges: No. 54 & No. 55
Work Period: February-April 2009 |
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| Description |
| | The project entailed mechanical dredging of 3.3 million cubic yards of shoaled material within the Chesapeake Bay and Baltimore Harbor. |
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| NEW YORK HARBOR S-KVK-1 |

| Project |
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| Client |
| | U.S. Army Corps of Engineers |
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| Role |
| | Prime contractor for deepening of the Kill Van Kull Channel |
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| Contract |
| | Value: $115,000,000
Duration: 950 Days
Years: 2008-2011 |
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| Description |
| | The project entails mechanical dredging of 2.3 million cubic yards of mud, sand, glacial till and solid rock within New York Harbor and Kill Van Kull Channel with disposal at five sites, including four artificial reefs within the Atlantic Ocean. |
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