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Middle East Marine and Coastal Engineering Developments

Middle East Marine and Coastal Engineering Developments

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Published by: Maheerah Gamieldien-Mohamed on Oct 05, 2011
Copyright:Attribution Non-commercial


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Qatar leads Middle East development in marine & coastal engineeringBy Maheerah GamieldienStarts
Delivering environmentally sustainable, high quality and cost-effective marine andcoastal projects was the theme for the 2nd Annual Marine and Coastal EngineeringMiddle East Summit. Building on the outstanding success of Marine & CoastalEngineering 2010 summit, IQPC hosted marine engineering professionals at aconference that looked at how to deliver environmentally sustainable, high qualityand cost-effective marine and coastal projects. According to IQPC the GCC currentlyhas an estimated US $35 billion worth of marine projects currently in the pipeline.One of the drivers of opportunities in the region is the rapid national growth in Qatarand the announcement of new mega coastal infrastructure projects like Lusail Cityand the New Doha Port. The first day of the Summit included a review of the regionalmarine and coastal regulations, a look at the Maritime Cultural Heritage of Dubai and
2 case studies both about Qatar’s newest marine meg
a-projects: the New Doha Portand Lusail City. Mr. Tony Neal the Technical Director of Royal Haskoning and DrGary Mocke Coastal Science and Engineering Manager of Worley Parsons looked athow the New Doha Port was doing with regards to delivering a world-class facilitydesigned to the highest international standards.
A case study: New Doha Port, Qatar 
Their presentation looked at the importance of emphasising coastal and physicalmodelling, understanding the detailed master plan of the New Doha Port (NDP)and areview of the engineering design of all associated marine and onshore components.The presentation looked at the wave modelling used in the design for the NDP indetail. The presenter explained the model validation methods used and how theoffshore wave climate conditions was taken into account in terms of the coastalmodelling. This was used to check at how accurate the model was in predicting thewaves. The near shore wave climate conditions also had to be taken into accountduring the design of the port so as to accurately predict wave patterns. During thewave model simulation for the NDP the simulation results looked at the waveseffects in terms of how the waves energy was channelled, the wave height in termsof diffraction. The actual model construction was a mini model of the port with awave simulator. The wave maker orientation measured in some detail what the waveheights would be under mild sea conditions so that the wave heights would not betoo exaggerated. For small waves Keofloats were used as this would be moreaccurate in terms of measurements. This was in comparison to classical capacitanceprobes which were felt to not be as accurate. The results from the wave simulatorwould then enable the designers to determine how strong the coastal reinforcementswould need to be to protect the coastline, e.g. Breakwaters. The results would makesure that breakwaters would be placed appropriately to manage waves and reduce
activity inside the naval basin by cancelling the refractive energy of any waves thatentered the basin. The simulation included data of a 100 years of wave conditions.According to Neal the excavation has been done and the quay walls have beencompleted. The contract was awarded in January 2011 to the China HarbourEngineering Company. The dredging, reclamation and breakwater contracts are outto tender and the infrastructure and buildings are in the design preparation phase. Itis planned that the material from the dredging phase will be used to fill the areaneeded for the planned Qatar Economic Zone 3 Area.
Case study:Lusail Development, Marine package 
defining the importance of pre- project planning 
The Lusail City development project which is currently underway was examined inthis presentation by Mr. Jesper S. Damgaard, the Managing Director of COWI, isknown for its expertise in bridge design and harbour development. COWI is one ofthe top 3 companies in Qatar when it comes to waterfront design. Damgaard sharedthat COWI have already built up a reputation for this in the Middle East havingrecently completed the Al Reem waterfront in the United Arab Emirates and currentlyworking on the Al Zora waterfront project, amongst others.Damgaard highlighted 4 main elements for good waterfront design:
Safe and sound design agreement including allowance for flooding, global sealevel rises, storm waves, tropical cyclones, etc.
Sensible and cost effective soil improvement programme
Sufficiently high water exchange to maintain a good shoreline
Designing good beachesDamgaard presented the Lusail City development as a model for Waterfront/Marinaproject Development. Lusail City Marina is 21 sq/km with 30km of waterfront. Theconcept was developed in 2004/2005 and the design and marine works contract wasrecently issued. In his opinion it was probably the largest marine development in theGulf. The concept which is a mixed waterfront/marina development demands thatwave disturbances in the marina needs to be at an acceptable level. Looking at thewave conditions, Damgaard said that in the Gulf the waves from the North Eastdirection are important but he also stated that the port is relatively protected becauseof its location. He pointed out that the important factors in this scenario were not thewaves but the projected rise in sea levels and the extent of the planned reclamationarea. The projected rise in sea levels should act as a realistic measure forreclamation as it governs the risk of flooding and governs the marine structures thatwill be built on the reclaimed are. To minimise risk soil improvement strategies will becritical. He added that an old Wadi had been uncovered with extensive alluvialdeposits. Damgaard recommended that wick drains be installed at intervals which
would act like a ‘wet sock’ and that the soil should be surcharged.

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