2 August 2021 –  IADC is proud to announce fifteen nominations in the running to receive one of the two Safety Awards 2021. IADC will announce two nominations every week, starting from 19 July, 2021. The winner will be announced on 16 September 2021.

As of 2021, two safety awards will be given: one to a dredging company and a second will be granted to a supply chain organisation active in the dredging industry. This concerns subcontractors and suppliers of goods and services.

6th nomination: Hyundai − ‘Wire shield for marine barge winch’

Hyundai introduce a protective wire shield for the marine barge winch to prevent any serious injury to marine crews in the event of wire breakage.

Project description

Marine barges are installed with a winch made of steel wire rope used for barge anchoring and hauling weights during operation. Seawater corrosion and abrasive wear will cause the winch wire to degrade over time, thus increasing the likelihood of breakage. However, winches are widely used in the marine industry without proper protection or covers. The marine barge winch stores a tremendous amount of energy under load. In the case of breakage, the wire can violently snap back in as whiplash effect, potentially causing serious injury to those involved in the winching procedure and anyone nearby. Wire breakage related accidents happen often in the marine industry and pose a high safety risk. Hyundai Engineering and Construction therefore took the initiative to introduce a full cover for the marine barge winch to protect the marine crews from the winch wire snap.

In their reclamation project in Singapore, Hyundai Engineering and Construction is monitoring the effectiveness of the shield, making it mandatory for marine barges to be installed with the winch wire shield and pre-inspected prior to commencement of works. The company has also put in place stringent daily checks of the marine barge winch to ensure its safety and effectiveness. Immediate intervention will be carried out should any non-conformance be observed during the daily pre-operation checks.

One of the main factors considered during the design of the innovation was that it had to be strong and easy to use for marine crews. Consideration was also given to the maintenance aspect of the wire shield to ensure maintenance works can easily be carried out without any safety lapses. This is achieved via the modular design of the winch cover shield. The planning of the layout of the marine barge winch is equally crucial as this will determine the position of the modularised system shield so it does not interfere with other machinery/ marine operations. Once fitted, the protective shield is easy to use as it is permanently fixed to the marine barge deck throughout the work process.


5th nomination: Jan De Nul − ‘Bollard Step’

Designed by crew, Jan De Nul’s bollard step is designed to transform mooring equipment into a safe and secure step on which to make marine transfers.

Project description

Jan De Nul’s bollard step has been designed by crew, creating a solution which is both easy and quick to use, and is low on maintenance. Designed by crew, the bollard step transforms mooring equipment into a safe and secure step on which to make marine transfers. The main materials used are steel and anti-skid grating. The latter creates a safe surface from which one can make a safe transfer in between two vessels, or from a vessel to the shore. The fact that the bollard step is quick and easy to use is reflected in the way it is mounted: two persons can effortlessly carry the step, and put it in place without extra securing measures.

The fact that the bollard step is not a fixed structure gives an operational advantage: the deck space is not restricted as the bollard step can be dismounted at any time (e.g. when cargo needs to be lifted on deck), nor does it need to interfere with mooring operations. If mooring operations would be jeopardized, then bollard step can simply be removed or it can be placed on an alternative bollard. The design is adjustable to different types of bollards and could be extended with a longer surface to step on or made adjustable in length. A simple and clever solution, the step creates a safe and steady platform where there could never be a step-over zone. Based on basic drawings, local workshops can create such steps matching the conditions of locally hired vessels.

There are several step designs that can be used on a variety of vessels. The innovation will also increase safety of crew transfers on small CTVs. Future enhancements of the design could include an adjustable platform at the end to cope with different project locations. One benefit is CTVs that otherwise might not be suitable during a project could be used thanks to the bollard step. Depending on the cost of the CTV, this could result in considerable savings. The costs of the prototype were considerable low at around 250 euros.

4th nomination: Boskalis − ‘Self-moving traffic barrier’

Boskalis is in the start-up of a new company for its Self-Moving Traffic Barrier (SMTB). A prototype of the easy to move barrier has been built to be used in the A9 project.

Project description

The idea of a Self-Moving Traffic Barrier (SMTB) came about during the Houtribdijk project and was submitted to the Boskalis Innovation Challenge. Due to ecological restrictions, it was not possible to move barriers during the night. This meant everything had to be done during the daytime, which not only caused traffic congestion but on occasion also unsafe situations. Hence, Boskalis came up with the idea of a Self-Moving Traffic Barrier (SMTB) – a barrier that can easily be moved and creates a safe work environment for all its employees. The design of the barrier is robust making it a safe construction and its use can also prevent having to close a road, in turn avoiding possible inconvenience to road users.

The barrier was developed with a team of Boskalis employees and external partners. A prototype has since been built for the A9 project where it’s implementation will play a role in the safe continuation of the project activities next to regular traffic. Dredging projects with infrastructure related aspects can also benefit from the SMTB. It provides a safe and efficient way to guide traffic closely related to the project traffic and activities.

Rijkswaterstaat has also shown interest in the innovation, which is important since its regulations for use of barriers in projects is one of the essential factors of success for the SMTB. A pilot of the system has already been used and tested with great success. Boskalis is now in the start-up of a new company to develop the SMTB making it available for the entire dredging and infrastructure industry.


3rd nomination: APT Global Marine Services − ‘APT Quick coupling floating pipeline’

An innovative quick coupling system for floating pipeline that reduces the manual handling to one single operation, creating a saver, faster and watertight floating-pipeline connection.

Project description

APT Global Marine Services’ quick coupling system creates a saver, faster and watertight floating pipeline connection. The innovative system for floating pipeline reduces the manual handling to one single operation. Furthermore, the pipelines are floating during the coupling, which results in minimal use of the crane and excludes any (heavy) lifting. All this while the connection is solid and watertight.

By excluding lifting operations, the potential safety threat from working underneath the pipeline is eliminated. In addition, the hands-free connection removes the risk of hands being injured by the flanges. Furthermore, the connection of two sections of pipeline is established by one single spanner operation in a matter of minutes, which reduces the amount of handling to the bear minimum. Lastly, the influence of external factors such as weather and sea conditions is less.

The system is both simple and intuitive for crew to use and operate. The male and female part of the quick coupling attaches to the existing flanges of a pipeline. No additional equipment is therefore necessary. First few prototypes were built and tested on different projects with different pipe diameters. Crew to operational management were extremely enthusiastic about the system, all giving positive feedback. From each prototype, the first improvements were made and implemented.

The system is a prime example of using an existing simple principle for a solution to a high-risk operation. Removing a floating pipeline ahead of bad weather to prevent damage or for shipping to ensure extra clearance of large vessels, can be done in minutes using the quick coupling system. Potential improvements to further increase the system’s safety potential include a flexible axle to improve the accessibility of the turning nut for the spanner operation. This would allow the tightening of the axle from the assisting vessel without the need to climb onto the floating pipeline.


2nd nomination: Jan De Nul − ‘Coordinated pumping operation by floating pipeline between two TSHD dredgers’

Jan De Nul has developed a visual tool that visualises and controls the maximum distance between two TSHD dredgers based on the length of a floating pipeline and live position of both ships. This allows for greater control in the challenging operation of pumping dredged material between two vessels.

Project description

Due to the nature of the works on a project in Germany, Jan De Nul’s TSHD dredger  Pedro Álvares Cabral (PA) had to be connected by means of a floating pipeline to the TSHD dredger Tristao da Cunha (TC). Dredged material was then pumped via the pipeline from the larger TSHD (PA) into the smaller TSHD (TC).

The operation, carried out on the river Elbe, presented several challenges, primarily maintaining the vessels positions with difficult site conditions. This included being close to a shipping channel with a lot of traffic and where post-Panamax container vessels pass, together with currents up to 3 knots. Other challenges included the smaller TSHD being pushed out of position due to the current, changing weather conditions and having to maintain a certain length of floating pipeline.

Coordination of the relative movements of both TSHD dredgers is crucial in this type of SIMOP operation. The larger TSHD (PA) first dropped anchor and the floating pipeline and the smaller TSHD (TC) were connected. A tool was designed to ensure the TSHD (TC) remained within the predefined circled distance from the TSHD (PA) considering the site conditions. The position of the TSHD (PA) was transmitted in real time to the TSHD (TC) by means of Rajant wireless network set-up. It was possible to ensure the bow of the TSHD (TC) remained within the predefined circle and the diameter was adjusted when current or weather conditions changed.

By means of this active monitoring system, increased forces at the couplings and in the floating pipeline could be prevented. Also thanks to this innovation, the smaller TSHD (TC) did not have to drop its anchor, resulting in reduced cycle times without compromising on operational control. The tool is adjustable according to current and weather conditions, and after initial setup of the system no action is required. Crew using the tool consistently on the project in Hamburg (Germany) found it especially advantageous at night when there was no direct visibility of the pipeline.

It was the first time that this feature has been installed on JDN vessels and Jan de Nul plans to use the tool for future projects. Following its success, the monitoring system is considered as a good practice that can be shared with other dredging companies. A similar setup can be implemented on any vessel and can also be used for other purposes besides this specific operation. Costs involved are only programming time and IT setup, which is already available on most JDN vessels, and are generally incorporated as part of the project start-up.

Benefits of the tool’s usage includes avoidance of possible incidents with floating pipeline and auxiliaries, in turn ensuring operational control in line with the JDN Code Zero philosophy and critical risk rule ‘navigational awareness’. Using the tool can also help control possible project delays.


1st nomination: Keppel FELS − ‘Safety Plus Programme and National WSH Vision 2028’

Keppel FELS, which is part of world leading shipyard group Keppel Offshore & Marine, continues to improve and enhance HSE excellence with robust HSE management systems, technology and innovation, and close collaboration with stakeholders in its operations and projects to ensure an incident-free work environment.

Project description

Safety, people-focus, agility, accountability, and Can Do are Keppel’s core values. Safety is a key priority in its operations and Keppel FELS is committed to ensuring everyone goes home safe at the end of each work day. Keppel FELS has robust HSE management systems in place and invests in building HSE competency and capabilities through training, outreach activities and empowering every individual in its workforce to intervene and stop any unsafe acts. The shipyard adopts a set of 10 lifesaving rules and performs an assessment of high impact risk activities (HIRA) prior to the execution of work.

Anchored by its Safety Plus Programme and Singapore’s National WSH Vision 2028, Keppel FELS also puts its stakeholders, including customers and contractors, at the centre of all its initiatives. It employs a strong ‘right mind-set, right processes and right tools’ approach to complete its work right the first time, thus reducing rework, enhancing its product offerings to customers, and more importantly, reducing the risk exposure to its workforce.

Technology and innovation are ingrained in the culture of Keppel FELS. It is essential in building a strong safety culture and constantly enhancing safety standards for work processes. Keppel FELS invests in its design, engineering, planning and construction processes by adopting digitalisation and smart asset technology to further value-add to its products by simplifying processes, tracking operations, improving safety considerations and supporting its customers. These new implementations are further reviewed and evaluated on a periodic basis, and the lessons learnt are captured and systematically incorporated into its operating procedure.

Customised safety innovation was implemented in Keppel FELS’ construction of dredgers. While working with Jan De Nul and Van Oord, iDiver – a remotely operated robotic diver – was deployed to check the underwater conditions of the dredgers following undocking. This replaced the need for physical divers, thus eliminating the exposure to risks underwater.

After undocking, the Smart Robot, which automates inspections for bus-bar systems located in trenches, was deployed to ensure smooth operations of luffing cranes, which are used to bring construction materials like spools, hull outfitting and equipment on board the dredger for installation. The Smart Robot reduces the manpower required for each inspection, and eliminates the risk of personnel having to work in confined spaces.

Keppel FELS works closely with its customers, partners and vendors to address project concerns, exchanging important lessons learnt and organising collaborative HSE initiatives. Its holistic approach in HSE management ensures the safety and well-being of every individual working in the shipyard. For its efforts in achieving Zero Loss Time Incidents for the construction of the Sanderus dredger, Keppel FELS was also awarded a safety bonus by Jan De Nul.



7th nomination

week 32


8th nomination

week 32


9th nomination

week 33


10th nomination

week 33


11th nomination

week 34


12th nomination

week 34


13th nomination

week 35


14th nomination

week 35


15th nomination

week 36



16 September

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