Nº3 SPRING 2008 dockwise.

com
OSLO
STOCK
EXCHANGE
Dockwise officially listed
Page 12
W DOCK ISER
ONE OF
DOCKWISE’S
CORE VALUES
RELIABILITY
Page 20
I
DOCKSPECIAL:
REMARKABLE PROJECTS Page 28
Length: 225 m
Width: 63 m
Capacity: 76,061 tons
BLUE MARLIN
The world's largest heavy
transport carrier Blue Marlin
is able to carry ultra large
heavy cargoes.
173 m
40 m
34,030 tons
Responsible for the longest
trip made until today: 14,675
nautical miles, from South
Korea to Nigeria.
TRANSSHELF
Length: 181 m
Width: 32 m
Capacity: 32,650 tons
TERN TERN
SWAN
TEAL TEAL
SWIFT All vessels can carry heavy cargo up
to 25,000 tons on their 126.8 by
31.6 metre deck. They can
submerge to load and discharge
cargo by means of the float-on/
float-off method. Roll-on/roll-off,
skid-on/skid-off and lift-on/lift-off
procedures - or any of these
methods - can also be employed.
Length: 139 m
Width: 32 m
Capacity: 14,138 tons
169 m
32 m
17,600 tons
Modifications included
dock-type sidewalls for
additional cargo safety.
SUPER SERVANT 4 SUPER SERVANT 3
Super Servant 3 and 4, two
open-deck heavy transport
vessels, have been modified
to serve as yacht carriers.
Length: 159 m
Width: 32 m
Capacity: 12,928 tons
159 m
24 m
13,110 tons
The Dock Express 12 has a
cargo dock with a 8-metre-
high side wall, ensuring safe
transport of yachts.
158 m
29 m
8,727 tons
The semi-submersible
dock-type carrier Enterprise
has a cargo dock with 9.55
metre high side walls.
DOCK EXPRESS 12 DOCK EXPRESS 10 ENTERPRISE
This vessel is equipped
with special loading and
discharging facilities such
as roll-on/roll-off jack
bogies and fork-lift
outriggers for quayside
load-outs.
Swan
Mighty servant 3
Black marlin
Yacht express
TRIUMPH
TRUSTEE
TALISMAN
TREASURE
To be converted in 2008 and
2009.
Dock express 10
Transshelf
218 m
42 m
57,021 tons
The large open cargo deck
makes the vessels ideally
suited to transport large and
oversized cargoes.
BLACK MARLIN
190 m
50 m
40,190 tons
Last year the MS1 pumped
1.46 billion liters of water in
and out of its ballast tanks
while loading and discharging.
MIGHTY SERVANT 1
Blue marlin
YACHT EXPRESS
209 m
16,250 tons
The largest vessel of its kind
in the world, Yacht Express
was purpose-built with a
semi-submersible dock bay.
32 m
159 m
31 m
10,763 tons
The Explorer has been
converted into yacht carrier
and is dedicated to transport
yachts around the world.
EXPLORER
T-class type of vessel
Length: 217 m
Width: 45 m
Capacity: 54,000 tons
These new heavy lift vessels,
after the merge with Sealift,
joined the fleet of Dockwise
in 2007/2008.
TARGET
TRANSPORTER
Length: 181 m
Width: 40 m
Capacity: 27,720 tons
MIGHTY SERVANT 3
Scheduled to return to
service by the end of 2008;
the next cargo projects are
already at her doorstep.
Open-deck vessels Dock-type vessels Yacht carriers
TYPE OF VESSELS
Page 2 DOCKWISER DOCKWISER Page 3
Dockwise serves its clients with a fleet of 22 semi-submersible vessels of different types and designs, all of which
are in top condition. 15 open-deck heavy transport vessels, from which 4 to be converted, 3 dock-type vessels,
primarily used for transporting port and industry-related cargo and 4 vessels permanently deployed as luxury
yacht carriers. Let us give you a brief presentation of our fleet.
DOCKWISE PROUDLY PRESENTS...
Page 4 DOCKWISER
FROM THE CEO
CONTENTS
NOBLE
CORPORATION
Noble Corporation is the world’s
second largest offshore drilling
contractor, and a client of Dockwise.
A sneak preview of the ‘ dry’ transport
of Noble Jim Day semi-submersible
rig to the Gulf of Mexico.
24
DOCKWISE
LISTING MARKS
NEW BEGINNING
CFO Malfliet: “It gives a company
a lot more transparency and visibility
for clients, suppliers and investors,
as all the information about
the company is publicly available.”
12
DOCKSPECIAL
Remarkable projects:
Dockwise on a grand scale
28
CONSIDER IT DONE!
Dockwise is to transport Muda,
a huge, 20,000-ton production platform.
“It is ferociously complex to transport
a platform of this size and format safely.”
18
EDITORIAL 5
DOCKNEWS 6
DYT SUPPORTING
INTERNATIONAL
SEAKEEPERS SOCIETY 42
NEXT ISSUE 43
CAPTAIN’S STORY 44
We take the load!
This third edition of Dockwiser addresses one of the most important pillars of
our organisation: reliability. As a transport company of exceptionally heavy
loads by sea for the maritime and Oil & Gas industry, we are responsible for
the safety of many people, products and of course the environment. Over the years
we have achieved a lot in these areas, certificates showing we do things right,
cooperation with environmentalists such as the International SeaKeepers Society
to track the conditions of seawater, and clients who put their trust in our maritime
transport and engineering capabilities.
This year Dockwise will deploy even more initiatives to increase the safety and
reliability of everything we touch; loads and people. More security courses for
our staff, more safety cases for fleet crews, more trained manpower in our Safety,
Health, Environment & Security (SHES) department, and more and better
protection onboard the fleet. Reliability is also an important issue when talking
about stock rates. Our listing on the Oslo Stock Exchange, something of which
I am very proud, shows we have strengthened our position as a reliable partner
in heavy maritime transport. A wonderful environment for our organisation as
many similar companies are also listed here and analysts and investors know what
our business is all about. The official listing crowned a remarkably busy year for
our company. Have a look at some of our achievements of 2007 in the box.
And last but not least it is important for a marketleader to prove what this core
value means to us, in everything we do. One occasion to do so will be the OTC
in Houston which Dockwise will attend early May. We are in the middle
of preparations to show you what reliability means to one of our main
business strategic opportunities; float-overs. Please come and visit us
and experience our ideas about reliability. The waves of change will
pleasantly surprise you!
André Goedée
Chief Executive Officer
HIGHLIGHTS
• Revenue increased 15% to USD 290 million (USD 252 million in 2006).
• Milestone projects executed successfully: for example installation of GX deck offshore
Nigeria, transport of 3 jack-up rigs on the same voyage, transport of a 6
th
generation
semi-submersible rig and transport of the Tahiti SPAR, the largest SPAR ever.
• Adjusted EBITDA increased 39% to USD 141 million (USD 102 million in 2006).
• Adjusted EBITDA margin increased to 45% (40% in 2006).
• Total CAPEX of USD 908 million including the acquisition of Sealift, OKI and ODL.
• Listing on OTC market in Oslo on 4 May 2007 followed by a full listing on
the Oslo Stock Exchange on 2 October 2007.
• Expansion of operational fleet with three vessels in 2007.
Delivery of five more vessels (incl. MS3) to be expected during the course of 2008.
• Total order backlog of Dockwise Heavy Lift (DHL) projects of USD 233 million
(YTD Q3 2007 USD 224 million).
• For 2008, management expects revenue, including MS3 contribution, to be around
USD 500 million. Expected Adjusted EBITDA margin broadly in line with 2007.
DOCKWISER Page 5
CORE
VALUES
Part 2: reliablity
20
Page 6 DOCKWISER DOCKWISER Page 7
DOCKNEWS
What projects are you working on at the moment? “Preparations for the transport of a SPAR buoy. It will be
shipped on Mighty Servant 1, a submersible that is ideal
for our heavy cargoes. The buoy will be loaded in Finland
and unloaded in the US Gulf near Corpus Christi, where
other companies will actually install it at sea. They will
pump it up and make sure it is vertical instead of hori-
zontal after which the so-called top sides, usually living
and production units, will be secured in place. This is
no piece of cake, we are dealing with a monster here that
is 175 metres long, has a cross section of 36 metres and
weighs about 21,000 tons.”
MAY 5-8, 2008
HOUSTON, USA
OTC 2008
The 2008 Offshore Technology Conference will be
held at Reliant Center in Houston, Texas, USA. It is
the premier offshore industry event for professionals,
service industries and suppliers to gather and discuss
common issues of ocean resource development. Technolo-
gical innovations and forums on economic, social, and
political aspects of resource development and environ-
mental protection have been the mainstay of this world-
wide conference. More information on page 8+9
www.otcnet.org
SEPTEMBER 15-18, 2008
RIO DE JANEIRO,
BRAZIL
www.ibp.org.br
HARRY HONCOOP
AGE: 49
POSITION: SENIOR CAD OPERATOR AT DOCKWISE
SINCE 1994
With Computer Aided Design (CAD) laymen tend to think
of design. Does this also apply to you?
“At Dockwise a CAD Operator does not design only. He has to
collect all data required to carry out a transport assignment and
lay down in two and three dimensional drafts how that cargo
must be positioned on board and transported. In consultation
with company Engineers responsible for calculating all the
forces and acceptable speeds at sea and so on, the CAD Operator
prepares such things as load/unload plan, support plan and
sea-fastening plan. He also verifies whether sufficient equipment
is available onboard to secure and support the cargo. For each
transport project a transport manual is created containing all
the client’s specifications. The manual is also submitted to the
insurance surveyor.’’
What is most fascinating about your work?
“Variety probably … and the sheer size of what we are working
with. Fortunately I am not at my desk all the time. One interest-
ing part is the occasional trip abroad when I get the chance to
test theories and see things in practice. I used to work in the
yacht sector. Back then I used to occasionally go on transport
trips and even helped carry out load/unload activities myself.”
“Dockwise is on the move, just like what I do.
The company does not focus exclusively on
maritime transport and maritime projects, but
increasingly has to handle transport by land,
the Onshore industrial projects. Our CAD
department is also experiencing a shift - from
two-dimensional to three-dimensional repro-
duction. Emphasis in the future will be on
visualisation and animation. In these animations
we want to display the entire process, from loading
activities to tugboats sailing around during unload
and submerse activities.”
“DOCKWISE IS ON
THE MOVE, JUST LIKE
WHAT I DO.”
Seafastenings
connected
to the adaptor
A
dap
tor w
e
lde
d
to the
cargo at de
ck
of the
ve
sse
l
Adaptor
generated
in 3D M
icrostation
CAD-system.
DECEMBER 3-5, 2008, PERTH, AUSTRALIA
DOT
Deepwater offshore Australia presents one of the most challenging exploration and production operating regions of the world. Operators there encounter the full scope of technology challenges – deepwater conditions, remote field locations, hostile environment, seafloor issues, difficult currents, flow assurance issues, long distances from infra- structure, logistical challenges, isolation from heavy lift and instal-
lation vessels. This year’s DOT addresses virtually every technology issue that a deepwater operator will ever have to face. These challenges open up a vast number of technical topics for the upcoming conference program.
PennWell is committed to bringing DOT to the world’s most pertinent deepwater markets. Offshore Australia is experiencing a boom in
offshore exploration and production. Many prominent players in the
oilfield will gather for this most prestigious conference and exhibition.
http://doti08.events.pennnet.com/fl/index.cfm
DECEMBER 2-4, 2008, NORTH/SOUTH BUILDING,
ORANGE COUNTY CONVENTION CENTER, ORLANDO, FL USA
POWER-GEN INTERNATIONAL
In 1988, POWER-GEN International was introduced to the industry and was met with success as it began building its foundation in
Orlando, Florida. Twenty years later, returning to Orlando as the largest, most trusted and well established power event, POWER- GEN International brings the industry together for three days of
education, training, networking and new business negotiation.
http://pgi08.events.pennnet.com/fl//index.cfm
AGENDA
DECEMBER 2-5, 2008
SINGAPORE
OSEA 2008
OSEA 2008 brings you the ideal platform to explore
oil and gas business avenues, expand market share
and penetrate emerging markets. The exhibition gives
visitors a chance to network with the region’s
movers and shakers and profit from these oppor-
tunities.
We look forward to welcome you at our stand.
www.osea-asia.com
Te Rowan Gorilla VII Jack-up rig that was built by the
Marathon LeTourneau Super Gorilla has been loaded recently
in the harbor of Rotterdam, Te Netherlands, on board Mighty
Servant 1. After its voyage the Gorilla VII Jack-up rig will be
discharged in Luanda, Angola. Te Jack-up rig is operated by
Rowan Companies Inc.
Te Rowan Gorilla VII is both a very large and heavy cargo:
its overall length is 121.43 meters. Weighing 27,897 metric ton
it’s one of the heaviest jack-up drilling rigs that have ever been
transported by Dockwise. Other interesting specifications of the
cargo are the total height of no less than 195.28 meter and the
overall width of 91.44 meter. Te first rig transported for Rowan
Companies Inc. was the Rowan Alaska during the summer of 1982.
JACK-UP RIG GORILLA VII
LOADED IN ROTTERDAM
AGEN
DA
AGENDA
DOCKNEWS
At OTC 2008 Dockwise will have a 200
square meter stand and visitors will, among
other experiences, be able to see what float-
overs, part of the company’s strategy, are about.
Jaqueline van den Bergen, Dockwise Manager internal
& External Communications:
“The Dockwise logo launch was last year at OTC. The
brand new booth concept was one part of the launch.
A lot of visitors liked it so we leave the basic concept
unchanged. With one exception; visitors are more than
welcome to have a look at our float-over model, and, if
they are interested, to view a laptop presentation about
float-overs. In the meantime they can enjoy a cup of Star-
bucks coffee. Especially when we are telling our stories
as to why Dockwise has successfully achieved a leading
position as maritime heavy lift transporter. And when
we show what Dockwise can now do technically and
organizationally with its onshore industrial projects.”
Float-overs are opening a new era for Dockwise; which
can already point to two impressive completed projects:
transport of the Shenzi TLP hull and the Maari project
(see pages 32 and 36 in this Dockwiser). Visitors will be
able to talk to representatives of ODL/ODC and OKI,
both since August 2007 part of the
Dockwise group of companies.
OKI leads the industry in float-
over deck mating, performing
complete engineering, system
design, testing and supply, and
offshore supervision during instal-
lation. ODL/ODC provides engi-
neering and consulting services to the
offshore industry.
The sites www.oceandyn.com, and
www.offshorekinematics.com will tell the
curious reader more.
DOCKWISE
RIDES
THE WAVES
OF CHANGE
Page 8 DOCKWISER DOCKWISER Page 9
ONSHORE INDUSTRIAL PROJECTS Michel Seij, Lead Project Engineer, comments on Dockwise’s new course: “Over the recent past years Dockwise has made a clearer distinction between its various heavy lift disciplines. Partially because of increasing demand for onshore industrial projects & offshore transport & installation by means by means of float-over technology. In line with the one-stop principle, Dockwise is seeking to handle all the various components of the whole process; loading and transport up to delivery and local on site installations. Many engineering disciplines
are involved; transport, marine, structure, project engineering,
risk analysis and technical drawing. And that is not counting
the essential office support of legal, commercial and sales
operations. Good communication and coordination between
all these departments and people is essential.”
OTC 2008 5-8 MAY
OTC, is the world’s foremost event for the development
of offshore resources in the fields of drilling, exploration,
production, and environmental protection. OTC is held at
the Reliant Center in Houston. Attendance consistently
exceeds 70,000, and more than 2,000 companies partici-
pate in the exhibition. OTC attracts attendees from
around the globe, with more than 110 countries
represented at recent conferences. OTC is sponsored
by 12 industry organizations and societies, that
work together to develop the technical program each
year. OTC also has two endorsing organizations
and six supporting organizations. The 2008 theme,
Waves of Change, reflects the industry’s transition
as project scopes and parameters are stretched to
fulfill ever-increasing demand. Changes in techno-
logy as well as changes in the workforce highlight
the need not only to keep pace but to anticipate
future developments. As the rate of change accele-
rates will our industry ride the Waves of Change?


www.otcnet.org
Jacqueline van den Bergen (left)
and Amanda Brown (right)
Page 10 DOCKWISER DOCKWISER Page 11
DOCKNEWS
With an increase in deepwater exploration,
the demand for deepwater drilling rigs has
increased significantly as well. Currently, there
are about 50 new build deepwater rigs under
construction in various fabrication yards in
mainly the Far East. Most of these rigs go on
contract in Brazil, US Gulf and Europe and as
such need to be transported over long distances.
In the case of dry transportation, the thrusters of these rigs
hang underneath the hull of the semi-submersible rigs, close to
the water surface, and are exposed to wave impact loads during
the transport. These loads are mainly due to roll motions of
the ship while sailing in waves. As thrusters are a delicate piece
of equipment, it is desirable to have a very good insight in the
magnitude of the impact and drag load during the transport.
Predicting these loads is not easy as there are various compo-
nents that need to be calculated:
> Motions of the ship during transit
> Wave patterns ‘hitting’ the thrusters underneath the rig hull
> Vertical load of the waves on the thruster
> Horizontal drag load on the thruster
Using most up to date industry standard
software, accurate ship motion calculations
and predicting wave patterns are at the basis
of predicting the wave loads on the thrusters.
Calculating the actual impact and drag loads
on a complex shape like a thruster is the most
difficult part.
Dockwise has performed an engineering study and model
tests in joint effort with one of the manufacturers of these
thrusters in order to predict these loads. During the model
tests at MARIN, wave impact and drag loads on a scale
model of a thruster were measured together with the impact
velocity with which the thrusters hit the water surface. By
varying the orientation of the thruster, the wave patterns
and traveling speed, insight was gained in what the best
transport configuration would be. But most of all, the
results of the model tests were used to validate a tool that
was developed by Dockwise’ engineers. The tool consists
of a set of logical equations, which use input parameters
representing the thruster
dimensions, wave characteris-
tics and impact velocities.
The developed tool enables
Dockwise to study feasibility
of various transports of semi-
submersible rigs with thrusters
mounted to their keel. By
making transport calculations
and varying the departure
date and the allowable wave
heights during the transport,
an accurate prediction of
the impact loads can be made
for the rig owners and the
manufacturers of the thrust-
ers, while the tool enables
Dockwise to plan these
transport in great detail with
the objective to move another
cargo safe to it’s destination.
DOCKWISE PERFORMS
WAVE IMPACT STUDY
ON THRUSTERS OF SEMI-
SUBMERSIBLE RIGS
AS THRUSTERS ARE
A DELICATE PIECE OF
EQUIPMENT, IT IS
DESIRABLE TO HAVE
A VERY GOOD INSIGHT
IN THE MAGNITUDE
OF THE IMPACT AND
DRAG LOAD DURING
THE
TRANSPORT
Page 12 DOCKWISER DOCKWISER Page 13
STOCKEXCHANGE
The official listing in Oslo may have marked the
end of a remarkably busy time for the company, and
especially for CEO André Goedée and CFO Stefan
Malfliet, but Malfliet believes what it really marks
is a new beginning for Dockwise. A beginning
that puts it firmly on the road to realizing its ambi-
tious growth targets. “The listing has to be viewed
in the light of the three pillars of the company’s
strategy,” he says. These are to develop the core busi-
ness of transport management of large structures in a
variety of market segments, plus the yacht transport
business. The second is to actually install those struc-
tures offshore using float-over technology. And last
but not least, the third pillar of the strategy is to get
closely involved in the development of large onshore
industrial projects, through the transport and instal-
lation of modules for industrial plants. “It was never
going to be possible to implement this strategy as
part of the Heerema Group, as Heerema had its own
strategic goals, which were different from ours. This
was why Heerema sold us to 3i, a move that, together
with significant investment in our core business,
gave an enormous boost to our strategy.”
DO IT RIGHT!
Indeed, just a few months after the 3i takeover,
Dockwise acquired Bermuda-based peer Sealift,
which is currently converting four tankers into semi-
submersible heavy transport vessels. Two vessels have
already been converted and are in service. And that
takes us quite neatly to the listing on the Oslo Stock
Exchange, Malfliet says. “Sealift was already listed
on the OTC market. The problem was that many
investors cannot invest on the OTC market. So we
thought, let’s do this right and go for a full listing.”
In just two weeks, Malfliet and André Goedée gave
no less than 160 presentations to investment banks
and institutional investors in the world’s leading
financial centres. “We also had meetings with consul-
tants, and a lot of lawyers preparing the 280-page
listing prospectus. Luckily for us, we have a really
Text GARRY PIGGOT Photography CORBIS
The official listing on the Oslo Stock Exchange last October crowned a remarkable year
for Dockwise. What was possibly the most significant period of change in the company’s history
kicked off with parent company Heerema’s sale of its stake in Dockwise to private equity firm 3i
in January 2007. This was quickly followed by the acquisition of Sealift, which gave Dockwise
a listing on the Oslo over-the-counter (OTC) market. And as if the company was not already busy
enough preparing for the official listing, in August 2008 Dockwise announced the acquisition of
ODL/ODC and OKI, which effectively marked the company’s transition from a leading heavy
lift transport operator to a full-service float-over installation contractor.
DOCKWISE
LISTING MARKS
NEW BEGINNING
Page 14 DOCKWISER DOCKWISER Page 15
STOCKEXCHANGE
good and very interesting story to tell, so telling it over
and over again was part of the fun.”
TRANSPARENCY, VISIBILITY AND TALENT
A listing on the official stock exchange requires a lot
of work and involves a huge amount of red tape and
scrutiny from the stock exchange, regulators and
investors. “But the flip side”, Malfliet says, “is that it
gives a company a lot more transparency and visibility
for clients, suppliers, investors, as all the information
about the company is publicly available. It also makes
you much more visible to potential key staff, making
it easier to attract talent. Just two years ago, Dockwise
was a real niche player and not many people had heard
of us. They certainly have now and we’re having
no trouble recruiting energetic and committed
employees.”
COMPLETE PROPOSITION
“A stock exchange listing also gives you a lot more
flexibility in terms of how you execute your strategy,”
Malfliet adds. “A perfect example of this was the
acquisition in August 2007 of ODL/ODC and OKI
right in the midst of the hectic preparations for the
IPO (Initial Public Offering, the first sale of stock).
Because we didn’t have much to do,” he laughs. “But
seriously, we’d already invested around US$ 800 mln
in the core business last year, with the acquisition of
Sealift. Then we invested in the float-over business,
which we see as key to success of our strategy. Com-
bining these companies with Dockwise puts us in a
different league. Not only do we have the capability
to transport very large structures, and manage and ex-
ecute float-overs, we also have leading-edge engineer-
ing capabilities. This makes us a much more complete
proposition for customers,” Malfliet explains.
Dockwise can now transport and install complete
structures weighing more than 20,000 tons, compared
with the 10,000 tons maximum that can be lifted by a
crane vessel. “So we can transport the structure and
install it all in one go. This saves the cost of integrating
various modules on-site, as everything is assembled
and tested at the yard. It’s almost as simple as putting
the structure in place and plugging it in,”
says Claudia Mennen-Vermeule, Department
Manager Finance and Accounting.
“And of course, the stock exchange listing also gives
the company another currency to finance its expan-
sion”, Mennen-Vermeule says, noting that the ODL
and OKI acquisitions were part financed with shares.
“The listing gives you the full range of financing tools.
This puts us on a level playing field with our compe-
titors. Not to mention that, again, it makes us a lot
more attractive to existing and potential employees,
which is essential to a company that’s growing as fast
as Dockwise. Since 2004, we’ve gone from 80 people
onshore and 600 offshore, to 350 people onshore and
over 1200 offshore.”
WHY OSLO?
The fact that Sealift was already listed on the OTC,
made this choice quite clear. That, in combination
with the knowledge of a number of Norwegian ana-
lysts that follow the industry as well as a large
Norwegian shareholder, Frontline, ultimately influ-
enced the decisions.
Dockwise could hardly have chosen a better time to
increase its visibility and - with the help of ODL and
WE ARE NOW AN INDEPENDENT
CONTRACTOR, FINANCIALLY TOO,
WITH A CLEAR AMBITION
AND A PROVEN TRACK RECORD
IN REALIZING THAT
AMBITION
CLAUDIA
MENNEN-
VERMEULE
Age: 34
Position: Department Manager
Finance and Accounting
Page 16 DOCKWISER DOCKWISER Page 17
STOCKEXCHANGE
OKI - transform itself from a heavy lift transport
operator to a full-service float-over installation
contractor, with few real competitors. After years of
underspending, the oil industry is being forced to
replenish reserves and annual corporate investment
in offshore platforms and equipment is now around
US$ 100 bn and only likely to increase. “And that’s
just part of our market. Future investment will come
from a lot more sources, such as national oil com-
panies. Venezuela and Russia are already investing
huge amounts. If you add onshore industrial plant
development, I think demand for our services will be
a lot more varied and dispersed, and much greater,”
Malfliet says.
PAY-OFF TIME
Despite the time and effort devoted to the Oslo
listing and acquisitions, Dockwise was still able to
increase its operating profit by 40% compared with
the record result booked in 2006. And Malfliet fully
expects this year to be even better. Teaming up with
ODL and OKI very quickly proved to be a very
smart move indeed. In August of last year, almost
before the ink was dry on the acquisition agreements,
the company was awarded a major contract for the
float-over and installation of an offshore module by
the Thai-Malaysian company CPOC (Carigali-PT-
TEPI Operation Company). “We now have the most
diverse fleet of semi-submersible vessels in the world,
plus engineering and project management capabili-
ties, and ODL and OKI’s expertise in the installation
of offshore modules. This shows that everything
we’ve done over the past year or so, including the
listing, is paying off.”
MORE TO COME
Not that Dockwise is planning to rest on its laurels
any time soon. Malfliet and Mennen-Vermeule
stress that the company will continue to invest in its
core business and new technology, while intensify-
ing relationships with customers. There are already
plans to expand the worldwide network of offices,
to be as close as possible to those customers. And
the company will continue to look at potential
oppor-tunities or alliances to increase its range of
products and services. “We are now an independent
contractor, financially too, with a clear ambition and
a proven track record in realizing that ambition.
We are still very ambitious, and have passion and
dedication in all we do. What I’d say right now is
watch this space.”
Ocean Dynamics (ODL) is an engineering consulting
company with offices in Houston, Texas and a subsidiary,
Ocean Dynamics China (ODC) in Shenzhen City,
near Hong Kong. The company provides engineering and
consulting services to the offshore industry, specializing in
the analysis and design of fixed and floating offshore
structures, marine analysis and design, mooring systems
and offshore transportation and float-over installations.
Sister company Offshore Kinematics (OKI) is a
leading engineering, design, testing and supply operation
for float-over installation systems, and has developed
several proprietary systems and designs that have become
critical to the float-over process.
For more information visit www.oceandyn.com
and www.offshorekinematics.com

STEFAN
MALFLIET
Age: 35
Position:
Chief Financial Officer
developing procedures and plans, and looking at
how we might need to adapt the carrier vessel for
optimal safety and effectiveness. For example,
skids will be placed on deck to allow platform
movement, and these alone will add some 1,500
tons of steel on board. Such adjustments mean
the vessel will be at a yard for some time.”
According to planning the Black Marlin will arrive
at the SMOE yard in Singapore mid July next
year. After countless preparatory activities, the
Muda platform will be loaded out using some very
impressive hydraulic equipment, certainly when
you are looking from close-up. “That will easily
take a day,” says Van der Hoeven. “The art is to
manage the ballast water in the vessel so that as the
weight of the platform passes from the quayside to
the vessel, the vessel does not tilt or roll and is kept
precisely horizontal and up against the quayside
and simultaneously address the tidal movements.
But our vessels are equipped for the purpose and
our crews can all do this faultlessly. Even if a system
fails, we can rely on ample build in redundancy
in our vessels and in our working procedures.
Nonetheless a load out is an exciting time.
20 CENTIMETRES…
Once the platform is safely on board, it will be
securely welded to the ship’s deck for the sea
journey. And early August the Dockwise crew
will cast off and the Muda will be on its way to its
destination. Needless to say, checks will have been
made with the weather specialists. “To ensure calm
seas the time of year is chosen with a low chance
of bad weather. And if there is a time overrun and
the monsoon begins, it won’t be a big problem, but
we prefer to avoid that.” says Van der Hoeven.
At location tugs will be waiting for Dockwise
to assist with carefully manoeuvering the Black
Marlin between the jacket legs. This last manoeu-
vre is very important. Van der Hoeven explains,
“There’s only 20 centimetres free space on each
side, so we have to be exactly right..
Page 18 DOCKWISER DOCKWISER Page 19
But before that, an eight leg structure first has to
be placed on the seabed – the so-called jacket –
on which the Muda platform will be placed. This
jacket is currently being built in Malaysia. Once in
place, this will be followed some time later by the
operation to load out the Muda platform from the
yard onto the heavy transport vessel, transport it
to location and position it on the jacket.
Platform transport sounds very simple, but it is not.
It is ferociously complex to transport a platform
of this size and format safely, explains Ben van
der Hoeven, Dockwise Proposal Manager for the
project, “You are talking about 20,000 tons (or 20
million kilos if you prefer – ed.) and some impres-
sive dimensions. The platform is five storeys high
and measures 60 by 80 metres.” Almost the surface
area of a football field (less one penalty area).
SELFPROPELLED VESSEL
“We will use the Black Marlin for this job, which is
the third largest vessel of the Dockwise fleet,” says
Van der Hoeven. “Actually the platform does not
have to go very far – the location is only three days
sailing, which means the use of a selfpropelled vessel
is not really necessary. But the client chose a self-
propelled unit over a towed transport barge. The
vessel will have to manoeuver backwards between
two rows of jacket legs positioned at precisely the
right distance so that the Black Marlin can fit in
between them,” says Ben.
In view of the dimensions was Dockwise already
being considered a possible installation contractor
in the platform development stages? “Clients often
take this into consideration,” says Van der Hoeven,
“We were selected because of our professionalism,
pricing and the fact we were able to offer a separate
contract for the transport and installation. Trans-
port and installation of the Muda platform have
been separately contracted in addition to the many
other contracts that the client has to sign when
developing an oil field.”
EXPENSIVE CARGO
The CPOC Muda is projected to reach its high
point in August 2009, but preparations are already
in full swing. No wonder, says Van der Hoeven:
“It’s a matter of getting it completely right, not just
partly right. It either goes 100% well or completely
wrong. The transport involves a very expensive
cargo – such a platform can easily cost 500 million
dollars – and all risks therefore need to be mini-
mised, preferably excluded. So we are currently
Text GUUS PETERS Photograpy DOCKWISE
For the CPOC joint venture between
oil companies Petronas Caligari
(Malaysia) and PTTEP (Thailand),
a huge production platform is
currently being built at the SMOE
yard in Singapore. Dockwise has been
given the responsibility of transporting
the giant, now with the name Muda,
and positioning it at location.
CONSIDER IT DONE!
GIANT
ON A JOURNEY
DOCKWISE TO TRANSPORT ‘MUDA’, A 20,000-TON PRODUCTION PLATFORM
BEN VAN DER HOEVEN
Age: 43
Position: Proposal Manager
A LOAD OUT IS
AN
EXCITING
TIME
CORE VALUES
DOCKWISER Page 21
PART 2: RELIABILITY
Page 20 DOCKWISER
One of the three core values of Dockwise is reliability. It is expressed in such
factors as the condition of vessels, and the high standards Dockwise applies
to safety, quality and service. In practice it means planning, estimating,
training, co-operating, innovating and always thinking ahead.
Text IVANKA EGGLY Photography KLAAS SLOT
“Reliability is critically important to Dockwise.
One of our statements to our customers after all is
‘we take care of your cargo’. That is why we have
to live up to their expectations”, explains Peter
Schäfer, manager HSES. “Reliability is part of
what we deliver, and as well as all hardware and
people, it covers quality, safety, health and the
environment. To keep us alert we are certified to
ISO 9001 (Quality) standards and the Dockwise
HSES (Health, Safety, Environment and Security)
management system is currently being upgraded
and extended to cope with company’s strategy and
the internationally recognized ISO 14001 (environ-
ment) and OHSAS 18001 (safety) standards.
It also means that our staff undergoes constant
training to work in the safest way possible, and
to keep up to date on new projects, technologies
and developments. Eugene Kolesnikov, lead HSES
engineer, adds: “Our customers, logically, want
certainty and safety, because if something goes
Page 22 DOCKWISER
CORE VALUES
wrong with the cargo we are transporting for them,
the resulting costs for them are incredible. Insurers
don’t like that much either. And cargoes of course
can contain substances that are hazardous to people
and the environment. If something goes wrong,
it can also damage the company’s reputation. We
carefully prepare every step of every operation. In
2008 we will further expand and develop our safety
procedures, as mentioned before, and extra vessel
‘safety cases’. Dockwise will never sit back where
safety and reliability are concerned. We are travel-
ling in the right direction, but do not think there are
no improvements we can make. Our aim is always
to go one step further and pro-actively identify and
respond to risks.”
RISK ANALYSES
Everything that concerns cargo transport is laid
down in the Dockwise Management System. This
means that nothing is left to chance, so for every
transport of any size Dockwise estimates, analyses
and describes everything from coming weather
conditions, tides at port of arrival and departure,
vessel stability, weight and dimensions of the cargo,
response of the vessel to the loading/discharge
method, quality control, safety measures to be
taken during all project activities, crew health and
so on. It’s a complex exercise and appropriate risk
assessments are conducted for the various aspects
of the project.
Schäfer: “By making such risk assessments, we
properly prepare for a transport. Before we actually
put to sea there is an enormous preparation time for
some of our projects. Engineering and, if necessary,
construction or adaptation can take many months,
all in all the complex preparations can take up to
two years before we are ready for transport. Then
proper loading and discharge of the vessel is essen-
tial, a complex or heavy transport may involve up to
50-100 people from the various contracting parties.
TAHITI SPAR
A recent example of an impressive transport in
which reliability played an extra important role was
the load out, transport and float off of the 25,000
ton ’Tahiti Spar’. Dockwise transported the 180
metre long and 40 metre diameter Spar Buoy on the
Mighty Servant 1 from Pori in Finland to Ingleside
- Texas in the United States. Project manager Frank
Berrens explains: “Reliability means for us keeping
our promises. To transport the Tahiti Spar we
needed to be in Finland on April 4th, and we were
there on April 4th!” He adds; “reliability is achieved
by thorough preparation. An important and vital
leitmotief for successful project management at
Dockwise is always to have in the back of your head,
that ‘the devil is in the detail’. We sailed all the way
from Australia, with a stopover in South Africa to
exchange crew and have an experienced captain
invest the time to get to know the ship well. Then
during the preparatory port call in Rotterdam a trial
submerging was performed, which allowed us to
assess if everything would work as it should. While
we were sure the crew and the vessel could be relied
upon, we put the client’s mind at rest by proving it.
Being reliable also means mitigating or reducing all
risks. Early on in the engineering phase we involve
the whole team in identifying them. One particular
result was that we convinced our client to use extra
side tanks and a support barge to optimise stability
during float off. And all the time we are investing
best efforts in anticipating risks. We travelled to the
yards in Finland and USA and held HAZIDs with
all involved – hazard identification programmes. All
possible ‘what ifs’ were considered. So for instance
we even checked what would have to be done if a
TV helicopter flew low and cut critical radio contact
for a few minutes right in the middle of loading…
We looked for risks everywhere, and created intel-
ligent responses to all of them. Eventually we were
sure all could be handled. Even those the experts
sometimes missed. For sure we are reliable!”
“Accidents can happen for the smallest reason,
something really insignificant. So we insist on
thorough preparation. We assess what action we
must take if, for example, the cargo moves, or what
we would do in the case of crew injury? In short,
all operational risks, large and small, are listed and
OUR AIM IS
ALWAYS TO PRO-ACTIVELY
IDENTIFY AND RESPOND
TO
RISKS

DOCKWISER Page 23
evaluated. We look at the client’s procedures. We
do our utmost to ensure that the transport is as
free of risk and as controlled as possible.”
NUCLEAR TRANSPORTS
Another project in which reliability played a
key role was in handling nuclear transports.
Dockwise recently transported three decom-
missioned Russian nuclear powered submarines.
Aart van de Hoonaard, project manager:
“We started by consulting radiation experts to
estimate radiation hazards. We naturally wanted
to eliminate these or at least reduce them to
acceptable levels. A special crew instruction
programme was organised. All was carefully
worked out in advance. Dockwise performed
the load-outs, the radiation specialists
performed the radiation checks and
dedicated nuclear engineers did the
seafastening.” He admits that at
one location higher than expected
radiation levels were discovered.
“We solved this by giving the
nuclear submarines more space
and slightly moving the
seafastenings away from
the radiation. All on board
the Dockwise vessel carried
a dosimeter to record
any radiation.
After comple-
tion of the three
transports it was
found that radia-
tion received by all on board had remained well
within acceptable limits. As a matter of fact the
dosimeters on the vast majority of people did
not record any radiation at all. Our clients were
Russian Companies. The projects were sponsored
by the Canadian and Norwegian Governments.
They provided the financial resources to safely
store the nuclear waste.”
NOBLEDRILLING’S
Text ROGER THURMAN
DOWN TO 7 MILES/12 KILOMETERS
Noble is an impressive example of America’s
skills and courage in the art of commercial
innovation. All built on superb hardware,
astute acquisition, long experience and
constantly upgraded staff abilities.
The Company’s strategy is based on ex-
panding its international offshore drilling
activities by raising rig numbers (by new-
builds and takeovers) and their capability
(by upgrades and modifications). The Noble
Jim Day (weighing in at 38,000 tons) will
be able to drill down almost 12 kilometers.
The company currently has a total of
62 drilling units. When a rig is built, or
completes a contract, it has to be moved to
the location of its first (or next) job, which
may well be thousands of miles distant.
Bearing in mind the daily expense of these
units the time this move takes means a lot
to the company P&L. The moves must be
fast yet ultra-safe. Noble Drilling has often
used Dockwise to move its rigs around the
world. So far faultlessly.
THE
INSIDE
STORY
OF A LARGE
TRANSPORT
JIM DAY PROJECT
Page 24 DOCKWISER DOCKWISER Page 25
HAROLD KEYS
Position:
Engineering Manager
- Marine
Noble Corporation, the world’s second largest
offshore drilling contractor, is an expert in working
at great depth. Over coming years the company’s
rigs will be in heavy demand so the company is
currently building five new units to add to its
fleet, and what it builds has to be put in place.
A coming record breaking assignment will be the
‘ dry’ transport of Noble Jim Day semi-submersible
rig from its Singapore construction yard to the
Gulf of Mexico. A sneak preview of some of
the technical challenges come end-2008.
NOBLEDRILLING’S
DRY FASTER THAN WET
‘Wet’ transports are those in which tugs tow
the rig, either floating on its own or on a carrier
pontoon. ‘Dry’ moves are those with the rig
on board a separate self-propelled carrier vessel
– the work in which Dockwise specializes.
All things being equal, dry moves are faster
than wet moves, and thus save the rig owner
the equivalent of the income associated with
the fewer days underway at sea. These can be
significant. Thus the attraction of the Dockwise
service.
SAFE AND ON-TIME DELIVERY
Harold Keys is Noble Drilling’s Engineering
Manager – Marine responsible for the Noble Jim
Day transport. “Our concern centres on the safe
and on-time delivery of our rigs.” he explains.
“We and of course our insurers like to avoid
surprises, time and cost overruns, and we have
a driven need to get our rigs to work exactly
on the date we promise to our clients. It makes
for trust in the future.” He smiles. “One of the
reasons we work with Dockwise. The Dutch
seem to have a knack for this sort of thing.”
With construction in Singapore in full swing,
the transport is currently scheduled for year-end
2009 though with all the many unknowns in
the general build programmes, this could still
vary widely.

THE NARROW DOWN SCHEME
Keys explains further: “As far as rig transport
date goes we have a special arrangement with
Dockwise whereby we share all information that
might affect the departure date. The ‘contract
narrow down scheme’ means that based on our
rig completion expectations, Noble has to pro-
vide Dockwise with an ever smaller departure
window.” At contract signing the window is 75
days, 12 months before departure it is 45 days,
8 months before departure it is 30 days, and 4
months before departure it has to be 15 days.
One month before the scheduled departure date
we have to be down to one day and Dockwise
will insure the Blue Marling arrives within a 15
day window of that date. All of this means that
both Dockwise and Noble can count securely
on a minimum of surprises and that the trans-
port will leave on the day scheduled.” Having
that transporter arrive just as the rig is readied
for roll-out is a science, an art and a major
gamble combined.
THREE MAIN COMPONENTS
Jan Wolter Oosterhuis is Dockwise
USA Manager of the Business De-
velopment Department and Project
Manager for the acquisition of large
transports of semi-submersibles
like the Noble Jim Day. “Besides
preparing a commercial offer, our
first task is to look at the challenge
technically. Get all information
from Noble, decide
on the vessel, prepare loading plans
and procedures, fully model the rig
on the Blue Marlin, get approval
in principle and provisionally schedule the
transport. He was helped in this by engineer-
ing specialists at Dockwise’s headquarters in
JIM DAY PROJECT
Page 26 DOCKWISER DOCKWISER Page 27
Breda and Ocean Dynamics Limited, which
is Dockwise’s fully owned engineering branch
with offices in Houston and China. The engi-
neering team, among other key tasks forecast
all the forces that could be sustained by rig and
vessel in the various possible sea states. This
gives essential data to Dockwise staff. “Our task
breaks down into three main components,” ex-
plains Oosterhuis. “rig loading and seafastening,
transit, and offloading. All have to be faultless,
no surprises.”
A LOT OF ENGINEERING TIME
The Noble Jim Day will be floated on the Blue
Marlin by ballasting and submerging the carrier,
floating the rig into position above the carrier
deck, deballasting and immediately commen-
cing sea fastening. Oosterhuis: “To spread the
huge forces of the rig on the vessel and the vessel
on the rig, and avoid any local stress or damage,
we will use a softwood cribbing arrangement
between deck and rig structure. Once the rig
is in position the welders go to work and weld
seafastenings to the rig as to make it all ready
for transit.” A lot of engineering time goes into
preparing all the details of the transport in order
to make the first trip around the world for this
rig as smoothly as possible.
THE VOYAGE
The second component is the voyage. This
will take the loaded vessel from Singapore
through the Indonesian archipelago, across
the Indian Ocean, round the Cape of Good
Hope and up through the South and North
Atlantic oceans to the Gulf of Mexico. Some
47 days non-stop during which the Master will
have the benefit of long, medium and short
term weather forecasts from a number
of sources. “Although the centre
of gravity of the structure is
some 110 feet above the surface
of the water, stability of the cargo and
vessel together is still well within
limits of the Blue Marlin as it has a deadweight
capacity of twice the weight of the Noble
Jim Day ,” explains Oosterhuis. Weather
conditions may involve the master changing
course to avoid bad weather and excessive
dynamic loads on the rig and the ship.
ARRIVAL
Voyage progress and projected arrival at off
load site will be constantly monitored by Noble.
Upon arrival at the discharge site offshore
Louisiana work will immediately commence on
preparing for the float-off. The Noble Jim Day
thrusters, removed for the voyage on board the
Blue Marlin will be replaced, the seafastenings
removed and in broad lines the process of float-
on reversed. The final picture will be the 38,000
tons of the Noble Jim Day safely at position at its
scheduled drill site awaiting the installation and
commissioning crew - oil, gas and mud men
all. As all the tasks contracted for by Dockwise
are completed so will the client sign off and say
goodbye to the team that got his rig to where he
could start the real work. Dockwise has every
trust that project progress will closely follow the
lines of this story. The editor adds his best wishes
to all concerned for a successful completion.
STOWAGE PLAN OF NOBLE JIM DAY ON BOARD THE BLUE MARLIN READY FOR DEPAR-
TURE. AGAINST AN ESTIMATED WET TRANSPORT TRANSIT TIME OF 87 DAYS FROM
SINGAPORE TO THE GULF OF MEXICO, THE PLANNED TRANSIT TIME OF THE TRANSPORT
USING THE BLUE MARLIN WILL BE 47 DAYS. THE RIG IS NAMED AFTER EX-NOBLE
DRILLING CEO JIM DAY, NOWRETIRED, PAST INSPIRATION FOR THE COMPANY’S DRIVE
FOR DOMINANCE IN THE WORLD OF DEEP SEA DRILLING.
JAN WOLTER
OOSTERHUIS
Position: Manager
Business Development
Page 28 DOCKWISER DOCKWISER Page 29
DOCKSPECIAL
Text DOCKWISE & HANS MARTENS Photography KLAAS SLOT
A LITTLE HORNPIPING
DOCKWISE ON
A GRAND SCALE
Dockwise is a company that is used to thinking and operating
on a large scale. And for any readers who might be interested
in the details of some special projects, here are a couple
of recent stories by way of illustration.
REMARKABLE PROJECTS
MIGHTY SERVANT 3
BACK IN SERVICE BY END OF 2008
AFTER REINSTATEMENT AT GRAND
BAHAMAS SHIPYARD, FREEPORT.
On 18 November 2006, the Mighty Servant
3 sailed from Trinidad for Luanda, West
Africa, carrying a drilling rig and barge. On
6 December 2006 at precisely 07:53 local
time, she sank just short of her destination
during rig discharge. The rig actually floated
off without damage. The Mighty Servant
3 was later successfully recuperated by
Smit Salvage and towed to Cape Town for
docking, inspections and removal of critical
components.
REINSTATEMENT FEASIBLE
When the technical condition of the vessel
had been confirmed, it became clear
that reinstatement of the vessel would be
perfectly feasible as it had not sustained
significant structural damage and that,
thanks to the crew’s foresight and speed
of reaction, all critical components such
as main engines, steering gear, reduction
gears and so on had been saved.
The tender process for the envisaged repair
was started and interested major yards were
invited to carry out inspections. The vessel
reinstatement tender process was concluded
and the contract finally awarded to Grand
Bahamas Shipyard, Freeport. The vessel
was prepared for the towage voyage from
Cape Town to Freeport.
SIMILAR TO TRADITIONAL NEWBUILD
Mighty Servant 3 left Cape Town, South
Africa November 2007 and reached Freeport
on 23 January 2008. It is now being stripped
of all machinery, equipment and systems
down to the empty hull. The vessel will
subsequently enter drydock for the minor
repairs and renewals as required.
The refurbishment and repair project will
then continue in a similar way to a tradi-
tional new build with installation of the
new electrical systems, new machinery and
control systems to all the latest design and
standards. The main engines are being
stripped and rebuilt at the Wartsila facili-
ties in Zwolle, the Netherlands. Essentially,
both main engines will be next to new
when delivered back to the owner later this
year. The accommodation will be extended
during the repair by inserting an extra layer
and be further upgraded to today’s standards
with such things as internal furnishings and
crew facilities.
This challenging reinstatement project is
currently in its initial stages but by year end
the Mighty Servant 3 is scheduled to be
back in service with the Dockwise fleet.
The next projects are already at her doorstep.
Page 30 DOCKWISER DOCKWISER Page 31
DOCKSPECIAL
THE MIGHTY SERVANT 3, PRIOR TO ITS PLANNED REINSTATEMENT PROGRAM.
THE END OF 2008 WILL SEE THE SHIP TAKE ON A DIFFERENT PROFILE,
EXPANDED CAPABILITIES AND, UNDOUBTEDLY, NEW DESTINATIONS.
DELIVERY OF
THE SHENZI TLP HULL
TO BHP BILLITON PETROLEUM
(AMERICAS) INC.
At the end of 2007, Samsung Heavy
Industries was contracted to complete
construction and commence delivery of
the Shenzi TLP hull to BHP Billiton
Petroleum (Americas) Inc. The hull was
to be transported by the Mighty Servant 1
from the construction yard in Geoje,
Korea, via Cape of Good Hope to Kiewit
Offshore Services, Ingleside, USA.
SKIDS AND CRIBS
Hull loading onto the Mighty Servant 1
was done by skidding, but for the sea passage
from Korea to the USA it was relocated
onto cribbing rather than the skid beams.
On 14 December, the Mighty Servant 1
arrived in Geoje, Korea and deck prepara-
tions commenced. On 28 december, the
Shenzi TLP hull skidded from Samsung’s
hull build quay onto the skidding arrange-
ment on the aft deck of the Mighty Servant 1.
After the skidding had been finished and
temporary seafastenings installed, the vessel
was shifted to an anchorage outside Geoje
harbour, where there was an average water
depth of 25 metres.
On 3 January, the Mighty Servant 1 sub-
merged to a draft of approximately 21 metres
forward and 23 metres aft, allowing the hull
to float off. In order to retain full stability
with the deck submerged, the Mighty
Servant 1 had to make use of the buoyancy
of the Shenzi TLP hull. This is often the case,
Page 32 DOCKWISER DOCKWISER Page 33
DOCKSPECIAL
THE SHENZI TLP HULL WAS
TO BE TRANSPORTED FROM GEOJE, KOREA,
VIA
CAPE OF GOOD HOPE
TO INGLESIDE, USA
THE SHENZI TLP HULL - A DRY TRANSPORT WEIGHT OF 11,200 TONS,
HEIGHT 70 METRES, SPAN 85 METRES (111 METRES DIAGONAL)
AND A FLOATING DRAFT OF APPROXIMATELY 8 METRES ON BOARD
THE MIGHTY SERVANT 1, BOTH OF THEM BIG BABIES.
but because of the shape of this hull (with
its large deadrise), the vessel had to take on
a considerable trim by the stern and some
degrees heel first, which made it an even
more precise operation than usual.
SAFE ARRIVAL
After the floating, the Shenzi TLP hull
was pulled forward and positioned over the
cribbing with tugger lines. The Mighty
Servant 1 deballasted until the sailing draft
of approximately 8 metres was reached and
the Shenzi TLP hull was safely sitting on
the cribbing arrangement installed
Page 34 DOCKWISER DOCKWISER Page 35
DOCKSPECIAL
SAFE ARRIVAL ON 28 FEBRUARY PRECEDED
ANOTHER VAST COMPLEX OF RIG FLOAT-OFF,
POSITIONING AND
INSTALLING ACTIVITIES
in front of the skidding structure. On 4
January, the Mighty Servant 1 moved to the
Samsung quayside, where the seafastenings
were installed and the skidding arrangement
removed. On 6 January, the Mighty Servant 1
set off for the voyage to Ingleside, USA.
Safe arrival on 28 February preceded another
vast complex of rig float-off, positioning and
installing activities.
ONE COSTLY STEP LESS
According to Sybren de Jong, Senior Project
Superintendent, the transport of the Shenzi
TLP hull in one aspect offered a striking
saving in time and money. “Normally we load
such a structure on board our lift vessel when
it is actually in the water. But that float-off
and transport to the location where it can
be loaded on board a Dockwise vessel is
complex, risky and expensive for the client.
In this project the hull was loaded directly
onto the Mighty Servant from the quayside
which meant the hull float-off and tug
transport were eliminated. To do this the
deck of the Mighty Servant had to be fitted
with a skidding structure and the deck of the
vessel had to remain exactly level with the
quay notwithstanding tidal changes and
weight distribution during loading. But it
all saved the client an expensive extra process
step and quite some time. For Dockwise it
was the first project under the Float-Over
flag, by which Dockwise handled all project
management and engineering.”
For more information,
please visit www.dockwise.com
MAARI PROJECT
HALFWAY TO COMPLETION
The Maari drill platform, 150 metres high
and 10,000 tons heavy is currently on board
the Blue Marlin on its way from Malaysia
to New Zealand. This remarkable transport
represents an unprecedented challenge to
Dockwise capabilities in preparing the
carrier and making a large load fast to ensure
a safe voyage across the potentially very
rough Tasman Sea.
Frank Berrens, Project Manager of the Maari
project, does not hide his pride. “This is
specialist work, and something the Neth-
erlands can be proud of. It has been the
result of rational thinking and hard work
of all involved in the project. The platform
is safely on deck on its specially designed
grillage, seafast, after twelve days of welding
work, and on its way.”
The team is now halfway through the pro-
ject and has managed to get some very diffi-
cult work done, but still has obstacles ahead
of it. “These should prove the planning,
engineering and construction of this unique
project were all correct. We had to imagine
what could happen in the notoriously dange-
rous Tasman Sea, should the Blue Marlin
encounter seas with waves of up to eleven
metres.” In the worst possible scenario, each
leg of the platform could exert up to 10,000
tons of pressure on its part of the deck. “We
designed the weight spreading grillage to be
able to handle the possible loads and so con-
duct them to the deck construction safely.
But then, once the ship survives the Tasman
Sea and moors in Admiralty bay, there is the
next challenge - unloading. Admiralty bay is
in the northern part of South Island. During
submersion Blue Marlin will only be able to
use the flotation capacity of the platform in
the last stages. Air in the hollow foot and an
extra stability barge brought on board will
help us out.”
The project was originally accepted in October
2006. At that time the Mighty Servant 1
was allocated as suitable carrier. Berrens;
“From that moment the project team got
busy mapping all possible risks and thinking
up and calculating the support structures
that would be needed to carry the local loads
on deck. The maximum deck load of the
Mighty Servant 1 was well below the total
load exerted by the four legs. And one then
had to add to this the extra loads that may
be caused by heavy seas. The engineers de-
veloped a kind of grill of heavy steel beams
that would spread the forces over the deck,
and would also demonstrate the necessary
flexibility.” Originally the drilling platform
was supposed to be shipped in October
2007, but because of delayed construction
this was postponed to February/March
Page 36 DOCKWISER DOCKWISER Page 37
DOCKSPECIAL
Text HANS MARTENS
2008. By then The Mighty Servant 1 was
to be used for a different transport assign-
ment and the Blue Marlin became quali-
fied. “Much of the calculating work already
completed had to be repeated, because the
construction and the behaviour at sea of
both carrier vessels were quite different,”
explained Berrens.
After fitting the grillage and skid beams on
board in Batam, the Blue Marlin sailed to
the shipyard in Lumut on a channel that
was not even on the sea charts. It had never
seen a ship as large as this one. The channel
was dredged specifically for Dockwise and
checked for depth to ensure safe access to
the 225 m x 63 m Blue Marlin. There the
ship moored stern to quay. It was held in
place with both its own and external anchors
as well as specially constructed multi-wire
attachments and winches. The maximum
sideways play was no more than 0.15°,
almost unbelievable. To hold the deck at the
same height as the quay during the loading
process, an additional ballasting system was
brought on board specially for this purpose
and put into action. These systems followed
the timing exactly. “This was absolutely
necessary,” says Berrens, “as the tidal diffe-
rences created a height change of 70 centi-
metres an hour while the structure was
being pushed hydraulically on board at a
speed of only five metres an hour. The
ballast systems had to compensate not only
for the tidal effects, but also for the increasing
weight on the stern and the consequent
change of ship trim. The ballast system was
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DOCKSPECIAL
checked time and again, and efforts proved
their worth, it worked perfectly.”
The Blue Marlin is now on its way sailing
along the coast of Indonesia, from where
it will pass the Great Barrier Reef off the
Australian coast and descend to the Tasman
Sea and on to New Zealand.
RISK MANAGEMENT
Clough Projects International of Australia
commissioned the project, whereby Dockwise
itself takes responsibility for the design of the
necessary 1200 tons grillage and sea fasten-
ings, and the physical transport. Clough has
been responsible for all fabrication & instal-
lation works, includig the skidded load out
operation. Te responsibility of Dockwise also
includes taking on board the stability barge
and the additional external ballast system.
For this purpose the Blue Marlin sailed to
Singapore to bunker, to Batam in Indonesia for
the installation of the grillage and skid beams
on deck, to Lumut Malaysia to take the rig on
board and then to Admiralty Bay, New Zealand
to unload. Te operation involves many risks
which the Dockwise project team has had to
identify, quantify, engineer and safely manage.
NEW RIG FOR OMV
The drill platform will pump oil for OMV, an Austrian oil
company that specializes in extracting oil from places
difficult to access, and re-developing old fields. The field
in the Tasman Sea is a ‘difficult location’ partly because
of the low temperatures so that special heating techniques
are required to pump up the oil. According to expectations
some 40,000 barrels of oil will be extracted daily. With the
current price per barrel, no wonder OMW is eager to start
soon and maintain a tight schedule.
The conversion of a tanker to a heavy lift
vessel basically involves removal of the
original cargo section by installing a new
midship section which is joined to the
original bow and stern sections. The current
status of the four conversions-in-progress are
as follows.
THE TREASURE
The vessel at present is being converted at
Cosco Zhoushan Shipyard. The new midship
section has been fabricated and inserted and
the vessel is currently afloat at the yard for
finalization of the conversion and last repairs.
Installation of deck ballast tanks, additional
accommodation, ballast control room, new
CO2 room, pump room, bow thruster, new
generators, incinerator, bilge water separator,
new lifeboats, cranes, cargo winches, forward
garage and wheel house are all part of this
extensive programme. Machinery and equip-
ment are being subjected to extensive upgra-
ding and refurbishment. After installation
of all new equipment and finalization of
repairs, refurbishment and commissioning,
submersion and sea trials will commence
prior to delivery to Dockwise.
TALISMAN
The Talisman is currently being converted
at Cosco Nantong Shipyard. The new
midship section is presently welded in place
and the vessel is afloat for finalization of
conversion activities. Deck ballast tanks, extra
accommodation, ballast control room, new
CO2 room, pump room, bow thruster, new
generators, incinerator, bilge water separa-
tor, new lifeboats, cranes, cargo winches,
forward garage and wheel house will all be
involved. Machinery and equipment is again
being upgraded, refurbished or replaced and
various special heavy lift equipment are being
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DOCKSPECIAL
installed. After installation of all new equip-
ment and finalization of repairs, refurbish-
ment and commissioning, the submersion
and sea trials will commence prior to delivery
to Dockwise.
TRUSTEE
The Trustee is currently being converted
at Cosco Zhoushan Shipyard after its
arrival mid-March 2008. Construction of
the new midship section actually started
mid-September of last year and is progress-
ing, building of the double bottom started
early this year. The Anglo Eastern/Dockwise
site team has taken full position at the yard
to monitor the project.
TRIUMPH
The vessel will be converted at Cosco
Guangzhou Shipyard after its arrival in April
2008. Construction of the new midship
section started mid-August 2007 and in
January of this year two of the four midship
section blocks were completed and launched.
As above the Anglo Eastern/Dockwise site
team has taken position at the yard to moni-
tor the project.
The conversions are progressing, not-
withstanding the limited experience of the
yards in some of this work. Supervision is
tight, inspections frequent, and the work
rate high. The Dutchman, and perhaps the
observant non-Dutchman might perceive a
clear similarity with what he sees today in
China, with what was to be seen in Rotter-
dam in the 1950s. Hard work at the yards
producing some great floating engineering.
The current projects will provide Dockwise
with a massive increase in carrying capacity,
which undoubtedly will be well utilized in
years to come.
Photography A V/D LELY
UPDATE ON CONVE RSIONS IN CHINA
A few words on how the great Dockwise conversion programme is progressing.
Firstly some old news, the successor to the TRANSPORTER, the m.v. TARGET,
was successfully handed over to Dockwise on 24 December 2007 and has been
operating successfully since. Conversion of the remaining Frontline single hull
Suezmax tankers to semi-submersible heavy lift format is in full progress,
and the last four vessels will join the fleet in 2008.
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Page 42 DOCKWISER
Yacht Express, the new vessel of Dockwise Yacht
Transport, is equipped with Sea Keeper 1000 –
a system for monitoring the quality of seawater
and recording meteo and water data. This will
enable DYT to contribute to understanding
and protecting our environment.
Once the Yacht Express is en route, the Seakeeper
1000 will take samples of seawater every three
hours, and simultaneously record atmospheric
conditions. The instruments will analyse the water for
such parameters as temperature, salt content, oxygen
and possible pollution levels. The measurements, the
GPS position of the samples taken and the vessel’s
speed over ground, will be automatically sent to the
headquarters of the International SeaKeepers Society
via an Inmarsat C satellite connection. This is all a
fully automated process. By doing this, the Yacht
Express will help to monitor the environment of the
oceans. The Yacht Express is the first DYT vessel to be
equipped with the Seakeeper.
“Because our vessels sail on fixed routes, we can
collect data in the same sections of ocean, and in this
way help to create a picture of the quality of the sea-
water over time”. According to Clemens van der Werf,
president of DYT, the analyses of the DYT vessels will
provide a more accurate and complete overview than
those of many private yachts equipped with the system,
which usually sail in more restricted coastal areas in
fixed seasons.
INTERNATIONAL SEAKEEPERS SOCIETY
In 1988, a small group of yacht owners decided to set
up Seakeepers. They were worried about the rapidly
decreasing condition of water quality in the world’s
seas and oceans. To put this in the picture they com-
missioned development of a compact, affordable
and automated data collection system. The
data is made available to scientific institutes
to give them insight into the progress of
pollution. Of the ‘Seakeeper 1000’ system,
50 have been installed on board cruise
ships, freight vessels and private yachts, collectively
forming a world-wide network.
Next issue
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Read all about it
Nº4 2008 dockwise.com
MASTHEAD Dockwiser is a publication of Dockwise Netherlands, Jacqueline van den Bergen, Danielle Biermans www.dockwise.com
CONCEPT/REALISATION Readershouse Brand Media +31 (0)20 3551010 / www.rhbm.nl ART DIRECTION Monique van Kessel
TRANSLATION Roger Thurman/ETC PREPRESS GPB Leiderdorp PRINTED BY Hollandia
DYT SUPPORTING INTERNATIONAL
SEAKEEPERS SOCIETY
The Yacht Express is a ‘cruise ship’ among the yacht
transport vessels, partly thanks to luxury guest
accommodation. From a technical point of view,
it is an advanced ship because of its diesel-electrical
drive and the Azipull thrusters.
“As a superintendent I’ve got the best job
in the world” he says with a smile. “I get to
spend 120 to 140 days a year abroad and 80
to 100 days a year at the office. Each voyage
is different, exciting when the ship with its
container cranes can just slip underneath a
bridge, or when it has to submerge deeply to
take big freight like submarines or drill rigs
onboard.”
Text HANS MARTENS Photography DOCKWISE
As superintendent Duyvestijn is
responsible for preparations for and
guidance of loading and unloading
processes. He guides and discusses
procedures to be followed with all the
authorities and client staff involved.
So far his career has taken him on
some 300 trips. “In the first years
we carried many different types
of cargo, but over recent time I
mainly transported container cranes.
The idea now is to move more float-
ing cargo such as drilling rigs. I’ve
helped ship about 300 cranes. To
get those things onboard, you have
to lie at right angles to the quayside
and sometimes that means partially
closing the harbour. This requires a
lot of careful discussions and some
tight planning. Transporting cranes is
exciting when you have to go under
a bridge as you may only have a
metre of clearance between bridge
and cranes. Of course this is all very
carefully calculated, but still …
last year for example traffic across
the bridge in Los Angeles had to be
brought temporarily to a halt. We
were very close.”
He has good memories of three old
Swedish submarines that belonged to
the Singapore Navy. “To get those on
deck, we had to submerge the ship
really deeply.” Each journey offers
different experiences; the ports are
different, the tides can be high or low,
you may suffer from currents and
then again all may be calm, and so
on. Preparations must be accurate,
but one must also be ready to impro-
vise every now and then. And the 80
to 100 days at the office? He uses
those to advise clients and the com-
mercial department, and unload his
experience and practical knowledge
on company engineers.
CAPTAIN’S STORY
COR DUYVESTIJN
In 1975 Cor Duyvestijn (52) joined
shipping company van Ommeren
as apprentice officer. In 1977,
after a year as apprentice and
after passing his finals at Nautical
College, he was given a permanent
contract. In 1979 he joined the
newbuild Dock Express 12, a heavy
cargo vessel of Dock Express Ship-
ping, for which van Ommeren
provided the crew. Twenty four
years ago he was asked to take a
position onshore for a year. That
year became somewhat stretched.