Posted on September 8, 2025
By: Heiko Osterchrist-Associate Publisher DredgeWire
Great Lakes Dredge & Dock (GLDD), the largest provider of dredging services in the United States, launched its fleet modernization program in 2018. The initiative reflects both the company’s long-term growth strategy and its commitment to innovation, safety, and sustainability. With more than a century of history, GLDD continues to invest in advanced technology and U.S. shipbuilding capacity to meet the growing demands of port deepening, coastal protection, and offshore energy development.
As part of the program, GLDD has been building new vessels and support equipment designed to increase efficiency, enhance safety, and minimize environmental impact. To better understand the vision behind this initiative, DredgeWire’s Heiko Osterchrist sat down with Chris Gunsten, Senior Vice President of Project Services & Fleet Engineering at GLDD.
GLDD’s Amelia Island
GLDD’s Galveston Island
DW: Chris, when did GLDD first decide to embark on this new build program?
CG: The decision really began with our CEO, Lasse Peterson, who joined GLDD in 2017. He took a hard look at our fleet and concluded that while our core assets were strong, we were still holding on to older, less productive equipment that only came into play during market surges or special events like the BP oil spill. Utilization of those assets was low. In 2018, we went through a rationalization and worked on strengthening the company’s financial position and created the ability to invest in a new fleet revitalization strategy.
DW: How did GLDD decide which vessels to build, and at what size?
CG: We looked first at our older hopper dredges. Three of them were close to 40 years old — still working hard but clearly nearing the end of their service life. That drove the decision to build the Galveston and the Amelia Island, both 6,500-cubic-yard hoppers.
Market analysis shaped their design. We’ve had strong results using shallow draft split-hull dredges on beach projects — the shore crew cost is fixed, but when you operate two vessels in tandem, that segment of the per-cubic-yard cost is cut in half. The Galveston and Amelia Island were designed as sister ships to capitalize on that strategy. They also maintain shallow-draft capability but with nearly twice the capacity. That means more efficiency and the ability to pump longer distances from closer to shore. Currently, GLDD is the only U.S. contractor operating modern shallow-draft hopper dredges.
DW: How did sustainability and environmental considerations factor into the new builds?
CG: Environmental performance was central to the design. All our new builds meet Tier IV emissions standards, which significantly reduce emissions and fuel consumption. That lowers our operating costs and reduces our per-cubic-yard dredging cost.
It’s difficult to benchmark emissions intensity in our industry because conditions vary so much from project to project— pumping heavy clay 20,000 feet is very different from overflowing mud into a river. But vessel-to-vessel, our new hoppers are clearly less emissions-intensive, and our fleet revitalization program allows us to realize that improvement.
There’s also a competitive benefit: some project bids now give preference to Tier IV vessels. So, in addition to being better for the environment, Tier IV engines give us an advantage when competing against older dredges.
DW: How is GLDD approaching its cutter suction dredge (CSD) fleet?
CG: We’re currently assessing the market and the role of our older cutters. They fill an important niche — shallow-draft work in East Coast inlets, for example, and certain beach projects where larger dredges simply can’t operate.
We’re working toward a well-rounded CSD fleet: some optimized for beach projects, others for long-distance pumping where horsepower is critical. GLDD also operates two of the most powerful rock cutters in the market, which proved invaluable on major capital projects like the Charleston and Jacksonville harbor deepening’s.
DW: Were there any major changes between the Galveston and the Amelia Island?
CG: By and large, the Amelia Island is a carbon copy of the Galveston. We incorporated a few minor adjustments based on lessons from the first build, but no significant design changes.
One key to success was our change management process. We locked in the Amelia’s design early to avoid costly change orders and delivery delays. Perfection is impossible in a first build, so we document any desired changes and implement them during scheduled drydocking’s, which occur about twice every five years. That way, we continually improve the vessel over its lifecycle without disrupting operations.
DW: What challenges did GLDD face during the modernization program?
CG: The biggest challenge was ensuring we had the financial strength to support the program. Once we achieved that, the construction process itself went relatively smoothly.
The Galveston did present commissioning and testing challenges — nothing unusual for a first-of-class vessel — but we addressed those with a hands-on approach. We had our key crew members working alongside the shipyard team during commissioning so they could troubleshoot directly. That proved invaluable. By the time we built the Amelia Island, those lessons paid off, and the process was far smoother.
DW: How have the new hoppers positioned GLDD in the marketplace?
CG: They give us tremendous flexibility. GLDD already operates the nation’s largest hopper fleet, including the Ellis Island at 15,000 cubic yards. With the addition of the new shallow-draft hoppers, we can “mix and match” assets for different projects. For example, during the busy turtle season (December through March), we can deploy the right combination of vessels to maximize efficiency and complete these important projects on schedule.
DW: In 2023, GLDD took delivery of two 3013 Damen Multi-Cats. How are they performing?
CG: Better than expected. We introduced them primarily to improve safety and efficiency, and they’ve delivered on both counts.
The biggest hurdle was familiarity — our crews were very enthusiastic to take on this new challenge, but this was a new vessel type in our fleet. Once they got the opportunity to understand the Multi-Cat’s capabilities, they became more comfortable with the new way of working and found ways to perform tasks more safely and efficiently than before. They’ve been a very successful addition.
Cape Hatteras 3013 Multi-Cat
DW: GLDD recently added the subsea rock installation vessel Acadia. How does that fit into your offshore energy strategy, especially given the political shifts in that sector?
CG: We continue to see offshore energy as a significant growth opportunity worldwide. Globally, there’s a shortage of vessels in the Acadia’s class, so demand is exceeding supply. That positions the vessel to be well utilized as offshore energy and infrastructure protection continues to expand in the U.S. and abroad.
The Acadia-Sub-Rock Installation Vessel
DW: Does GLDD have any new equipment builds in the pipeline?
CG: We’re always monitoring the domestic and international markets. While we aren’t currently building for international deployment, if the right opportunity emerges, we could consider a dedicated build.
I’ll add that GLDD continues to carry a record backlog, and our project teams and vessel crews have been executing very well throughout 2025. That success allows us to carefully allocate capital to the areas where it will create the most long-term value.
DW: Chris, thank you for your time. We wish you and GLDD continued success.
