blue marlin

7/13/2019 Blue Marlin

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N3 SPRING 2008 dockwise.com

OSLOSTOCKEXCHANGEDockwise officially listedPage 12

WDOCK ISER

ONE OFDOCKWISESCORE VALUESRELIABILITYPage 20

DOCKSPECIAL:REMARKABLE PROJECTSPage 28


2/23

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 SouthKorea to Nigeria.

TRANSSHELF

Length: 181 m

Width: 32 m


TERN

SWAN

TEAL

SWIFT All vessels can carry heavy cargo upto 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 mCapacity: 14,138 tons

169 m

32 m17,600 tons

Modifications included

dock-type sidewalls for

additional cargo safety.

SUPER SERVANT 4SUPER 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


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 12DOCK 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


These new heavy lift vessels,

after the merge with Sealift,

joined the fleet of Dockwise

in 2007/2008.

TARGET

TRANSPORTERLength: 181 m

Width: 40 m


MIGHTY SERVANT 3

Scheduled to return to

service by the end of 2008;

the next cargo projects are

already at her doorstep.

Open-deck vesse ls Dock- type vesse ls Yacht car riers

TYPE OF VESSELS

Page 2DOCKWISER DOCKWISER Page 3

Dockwise serves its clients with a fleet of 22 semi-submersible vessels of different types and designs, all of whichare 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 luxuryyacht carriers. Let us give you a brief presentation of our fleet.

DOCKWISE PROUDLY PRESENTS...


3/23

Page 4DOCKWISER

FROM THE CEOCONTENTS

NOBLECORPORATIONNoble Corporation is the worldssecond largest offshore drillingcontractor, and a client of Dockwise.

A sneak preview of the dry transportof Noble Jim Day semi-submersiblerig to the Gulf of Mexico.

24

DOCKWISELISTING MARKS

NEW BEGINNINGCFO Malfliet: It gives a company

a lot more transparency and visibilityfor clients, suppliers and investors,

as all the information aboutthe 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 transporta platform of this size and format safely.

18

EDITORIAL 5

DOCKNEWS6

DYT SUPPORTINGINTERNATIONALSEAKEEPERS SOCIETY 42

NEXT ISSUE 43

CAPTAINS STORY 44

We take the load!This third edition of Dockwiser addresses one of the most important pillars ofour organisation: reliability. As a transport company of exceptionally heavyloads by sea for the maritime and Oil & Gas industry, we are responsible forthe safety of many people, products and of course the environment. Over the yearswe have achieved a lot in these areas, certificates showing we do things right,cooperation with environmentalists such as the International SeaKeepers Societyto track the conditions of seawater, and clients who put their trust in our maritimetransport and engineering capabilities.This year Dockwise will deploy even more initiatives to increase the safety andreliability of everything we touch; loads and people. More security courses forour 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 talkingabout stock rates. Our listing on the Oslo Stock Exchange, something of whichI am very proud, shows we have strengthened our position as a reliable partnerin heavy maritime transport. A wonderful environment for our organisation asmany similar companies are also listed here and analysts and investors know whatour business is all about. The of ficial listing crowned a remarkably busy year forour 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 corevalue 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 middleof preparations to show you what reliability means to one of our main

business strategic opportunities; float-overs. Please come and visit usand experience our ideas about reliability. The waves of change willpleasantly surprise you!

Andr GoedeChief Executive Officer

HIGHLIGHTSRevenueincr

eased15%toUSD290million

(USD252millionin2006).

Milestoneprojectsexecutedsu

ccessfully:forexampleinstallatio

nofGXdeckoffshore

Nigeria,transportof3jack-upri

gsonthesamevoyage,transpo

rtofa6thgeneration

semi-submersiblerigandtra

nsportoftheTahitiSPAR,the

largestSPARever.

AdjustedEBITDAincreased3

9%toUSD141million(USD1

02millionin2006).

AdjustedEBITDAmarginin

creasedto45%(40%in2006

).

TotalCAPEXofUSD908mil

lionincludingtheacquisitiono

fSealift,OKIandODL.

ListingonOTCmarketinO

sloon4May2007followed

byafulllistingon

theOsloStockExchangeon2

October2007.

Expansionofoperationalfl

eetwiththreevesselsin2007

.

Deliveryoffivemorevessels(

incl.MS3)tobeexpecteddurin

gthecourseof2008.

TotalorderbacklogofDockw

iseHeavyLift(DHL)projectso

fUSD233million

(YTDQ32007USD224millio

n).

For2008,managementexp

ectsrevenue,includingMS3co

ntribution,tobearound

USD500million.ExpectedAd

justedEBITDAmarginbroadl

yinlinewith2007.

DOCKWISER Page 5

COREVALUES

Part 2: reliablity

20


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5/23


6/23


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STOCKEXCHANGE

The official listing in Oslo may have marked the

end of a remarkably busy time for the company, andespecially for CEO Andr Goede and CFO Stefan

Malfliet, but Malfliet believes what it really marksis 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 companys

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 transportbusiness. The second is to actually install those struc-

tures offshore using float-over technology. And lastbut not least, the third pillar of the strategy is to get

closely involved in the development of large onshoreindustrial projects, through the transport and instal-

lation of modules for industrial plants. It was nevergoing 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. Thiswas why Heerema sold us to 3i, a move that, together

with significa nt investment in our core busine ss,

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 havealready 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 listedon the OTC market. The problem was that many

investors cannot invest on the OTC market. So wethought, lets do this right and go for a full listing.

In just two weeks, Malfliet and Andr Goede gave

no less than 160 presentations to investment banksand institutional investors in the worlds 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 PIGGOTPhotography CORBIS

The official listing on the Oslo Stock Exchange last October crowned a remarkable yearfor Dockwise. What was possibly the most significant period of change in the companys historykicked off with parent company Heeremas sale of its stake in Dockwise to private equity firm 3iin January 2007. This was quickly followed by the acquisition of Sealift, which gave Dockwisea listing on the Oslo over-the-counter (OTC) market. And as if the company was not already busyenough preparing for the official listing, in August 2008 Dockwise announced the acquisition ofODL/ODC and OKI, which effectively marked the companys transition from a leading heavylift transport operator to a full-service float-over installation contractor.

DOCKWISELISTING MARKS

NEW BEGINNING


8/23


STOCKEXCHANGE

good and very interesting story to tell, so telling it overand over again was part of the fun.

TRANSPARENCY, VISIBILITY AND TALENT

A listing on the official stock exchange requires a lotof 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 itgives a company a lot more transparency and visibility

for clients, suppliers, investors, as all the informationabout the company is publicly available. It also makes

you much more visible to potential key staff, makingit easier to attract talent. Just two years ago, Dockwise

was a real niche player and not many people had heardof us. They certainly have now and were having

no trouble recruiting energetic and committedemployees.

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 OKIright in the midst of the hectic preparations for the

IPO (Initial Public Offering, the first sale of stock).Because we didnt have much to do, he laughs. But

seriously, wed already invested around US$ 800 mlnin 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 capabilityto 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 completestructures 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 andinstall it all in one go. This saves the cost of integrating

various modules on-site, as everything is assembledand tested at the yard. Its 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 givesthe 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 thats growing as fast

as Dockwise. Since 2004, weve gone from 80 peopleonshore 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 INDEPENDENTCONTRACTOR, FINANCIALLY TOO,

WITH A CLEAR AMBITION

AND A PROVEN TRACK RECORD

IN REALIZING THATAMBITION

CLAUDIAMENNEN-VERMEULEAge: 34Position: Department ManagerFinance and Accounting


9/23


STOCKEXCHANGE

OKI - transform itself from a heavy lift transportoperator to a full-service float-over installation

contractor, with few real competitors. After years ofunderspending, the oil industry is being forced to

replenish reserves and annual corporate investmentin offshore platforms and equipment is now around

US$ 100 bn and only likely to increase. And thatsjust 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 bea 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 toincrease its operating profit by 40% compared with

the record result booked in 2006. And Malfliet fullyexpects this year to be even better. Teaming up with

ODL and OKI very quickly proved to be a verysmart 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 thefloat-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 OKIs expertise in the installationof offshore modules. This shows that everything

weve done over the past year or so, including thelisting, is paying off.

MORE TO COME

Not that Dockwise is planning to rest on its laurelsany 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 potentialoppor-tunities or alliances to increase its range of

products and services. We are now an independentcontractor, 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 Id 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

STEFANMALFLIETAge: 35Position:Chief Financial Officer


10/23

developing procedures and plans, and looking at

how we might need to adapt the carrier vessel foroptimal safety and effectiveness. For example,

skids will be placed on deck to allow platformmovement, 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 nextyear. After countless preparatory activities, the

Muda platform will be loaded out using some veryimpressive hydraulic equipment, certainly when

you are looking from close-up. That will easilytake a day, says Van der Hoeven. The art is to

manage the ballast water in the vessel so that as theweight 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 quaysideand simultaneously address the tidal movements.

But our vessels are equipped for the purpose andour crews can all do this faultlessly. Even if a system

fails, we can rely on ample build in redundancyin 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 ships deck for the sea

journey. And early August the Dockwise crewwill cast off and the Muda will be on its way to its

destination. Needless to say, checks will have beenmade with the weather specialists. To ensure calm

seas the time of year is chosen with a low chanceof bad weather. And if there is a time overrun and

the monsoon begins, it wont be a big problem, butwe prefer to avoid that. says Van der Hoeven.

At location tugs will be waiting for Dockwiseto assist with carefully manoeuvering the Black

Marlin between the jacket legs. This last manoeu-

vre is very important. Van der Hoeven explains,Theres only 20 centimetres free space on each

side, so we have to be exactly right..


But before that, an eight leg structure first has tobe placed on the seabed the so-called jacket

on which the Muda platform will be placed. Thisjacket 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 theyard 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 vander Hoeven, Dockwise Proposal Manager for the

project, You are talking about 20,000 tons (or 20million kilos if you prefer ed.) and some impres-

sive dimensions. The platform is five storeys high

and measures 60 by 80 metres. Almost the surfacearea of a football field (less one penalty area).

SELFPROPELLED VESSEL

We will use the Black Marlin for this job, which isthe third largest vessel of the Dockwise fleet, says

Van der Hoeven. Actually the platform does nothave to go very far the location is only three days

sailing, which means the use of a selfpropelled vesselis not really necessary. But the client chose a self-

propelled unit over a towed transport barge. Thevessel will have to manoeuver backwards between

two rows of jacket legs positioned at precisely theright 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 oftentake 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 manyother contracts that the client has to sign when

developing an oil field.

EXPENSIVE CARGO

The CPOC Muda is projected to reach its highpoint in August 2009, but preparations are already

in full swing. No wonder, says Van der Hoeven:Its a matter of getting it completely right, not just

partly right. It either goes 100% well or completelywrong. The transport involves a very expensive

cargo such a platform can easily cost 500 milliondollars and all risks therefore need to be mini-

mised, preferably excluded. So we are currently

Text GUUS PETERSPhotograpy DOCKWISE

For the CPOC joint venture betweenoil companies Petronas Caligari(Malaysia) and PTTEP (Thailand),a huge production platform iscurrently being built at the SMOE

yard in Singapore. Dockwise has beengiven the responsibility of transportingthe giant, now with the name Muda,and positioning it at location.

CONSIDER ITDONE!

GIANTON A JOURNEY

DOCKWISE TO TRANSPORT MUDA, A 20,000-TON PRODUCTION PLATFORM

BEN VAN DER HOEVENAge: 43

Position: Proposal Manager

A LOAD OUTISANEXCITINGTIME


11/23

CORE VALUES

DOCKWISER Page 21

PART 2: RELIABILITY

Page 20DOCKWISER

One of the three core values of Dockwise is reliability. It is expressed in suchfactors as the condition of vessels, and the high standards Dockwise appliesto safety, quality and service. In practice it means planning, estimating,training, co-operating, innovating and always thinking ahead.

Text IVANKA EGGLYPhotography KLAAS SLOT

Reliability is critically important to Dockwise.

One of our statements to our customers after all iswe take care of your cargo. That is why we have

to live up to their expe ctations, explains PeterSchfer, manager HSES. Reliability is part of

what we deliver, and as well as all hardware andpeople, it covers quality, safety, health and the

environment. To keep us alert we are certified toISO 9001 (Quality) standards and the Dockwise

HSES (Health, Safety, Environment and Security)

management system is currently being upgraded

and extended to cope with companys strategy andthe 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, andto keep up to d ate on new projects, technologies

and developments. Eugene Kolesnikov, lead HSESengineer, adds: Our customers, logically, want

certainty and safety, because if something goes


12/23

Page 22DOCKWISER

CORE VALUES

wrong with the cargo we are transporting for them,

the resulting costs for them are incredible. Insurersdont like that much either. And cargoes of course

can contain substances that are hazardous to peopleand the environment. If something goes wrong,

it can also damage the companys reputation. Wecarefully prepare every step of every operation. In

2008 we will further expand and develop our safetyprocedures, as mentioned before, and extra vessel

safety cases. Dockwise will never sit back wheresafety 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 alwaysto 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. Thismeans that nothing is left to chance, so for every

transport of any size Dockwise estimates, analysesand describes everything from coming weather

conditions, tides at port of arrival and depa rture,

vessel stability, weight and dimensions of the cargo,response of the vessel to t he loading/discharge

method, quality control, safety measures to betaken during all project activities, crew health and

so on. Its a complex exercise and appropriate riskassessments are conducted for the various aspects

of the project.

Schfer: By making such risk assessments, weproperly 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 totwo 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 impres sive transpor t in

which reliability played an extra important role was

the load out, transport and float off of the 25,000ton Tahiti Spar. Dockwise transported the 180

metre long and 40 metre diameter Spar Buoy on theMighty Servant 1 from Pori in Finland to Ingleside

- Texas in the United States. Project manager Frank

Berrens explains: Reliability means for us keepingour promises. To transport the Tahiti Spar we

needed to be in Finland on April 4th, and we werethere on April 4th! He adds; reliability is achieved

by thorough preparation. An important and vitalleitmotief 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 toexchange 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 trialsubmerging was performed, which allowed us to

assess if everythi ng would work as it should. Whilewe were sure the crew and the vessel could be relied

upon, we put the clients mind at rest by proving it.Being reliable also means mitigating or reducing all

risks. Early on in the engineering phase we involvethe whole team in identifying them. One particular

result was that we convinced our client to use extraside tanks and a support barge to optimise stability

during float off. And all the time we are investingbest efforts in a nticipating risks. We travelled to the

yards in Finland and USA and held HAZIDs with

all involved hazard identification programmes. Allpossible what ifs were considered. So for instance

we even checked what would have to be done if aTV helicopter flew low and cut critical radio contact

for a few minutes right in the midd le of loadingWe looked for risks everywhere, and created intel-

ligent responses to all of t hem. Eventually we weresure 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 onthorough preparation. We assess what action we

must take if, for example, the cargo moves, or whatwe would do in the case of crew injury? In short,

all operational risks, large and small, are listed and

OUR AIMISALWAYS TO PRO-ACTIVELY

IDENTIFY AND RESPONDTORISKS

DOCKWISER Page 23

evaluated. We look at the clients procedures. We

do our utmost to ensure that the transport is asfree of risk and as controlled as possible.

NUCLEAR TRANSPORTS

Another project in which re liability playe d akey 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 toacceptable levels. A special crew instruction

programme was organised. All was carefullyworked out in advance. Dockwise performed

the load-outs, the radiation specialistsperformed the radiation checks and

dedicated nuclear engineers did theseafastening. He admits that at

one location higher than expectedradiation levels were discovered.

We solved this by giving the

nuclear submarines more spaceand slightly moving the

seafastenings away fromthe radiation. All on board

the Dockwise vessel carrieda dosimeter to record

any radiation.After comple-

tion of the threetransports it was

found that radia-

tion received by all on board had remained wellwithin acceptable limits. As a matter of fact the

dosimeters on the vast majority of people didnot record any radiation at all. Our clients were

Russian Companies. The projects were sponsored

by the Canadian a nd Norwegian Governments.They provided the financial resources to s afely

store the nuclear waste.


13/23

NOBLEDRILLINGS

Text ROGER THURMAN

DOWN TO 7 MILES/12 KILOMETERS

Noble is an impressive example of Americasskills and courage in the art of commercial

innovation. All built on superb hardware,

astute acquisition, long experience andconstantly upgraded staff abilities.

The Companys 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 NobleJim 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 tothe location of its first (or next) job, which

may well be thousands of miles distant.Bearing in mind the daily e xpense of these

units the time this move takes means a lotto the company P&L. The moves must be

fast yet ultra-safe. Noble Drilling has oftenused Dockwise to move its rigs around the

world. So far faultlessly.

THE

INSIDESTORYOF A LARGETRANSPORT

JIM DAY PROJECT


HAROLD KEYSPosition:

Engineering Manager

- Marine

Noble Corporation, the worlds second largestoffshore drilling contractor, is an expert in workingat great depth. Over coming years the companysrigs will be in heavy demand so the company iscurrently 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 thedry transport of Noble Jim Day semi-submersiblerig from its Singapore construction yard to theGulf of Mexico. A sneak preview of some ofthe technical challenges come end-2008.


14/23

NOBLEDRILLINGS

DRY FASTER THAN WET

Wet transports are those in which tugs towthe rig, either floating on its own or on a carrier

pontoon. Dry moves are those with the rigon board a separate self-propelled carrier vessel

the work in which Dockwise specializes.All thing s being equal, d ry moves are fas ter

than wet moves, and thus save the rig ownerthe equivalent of the income associated with

the fewer days underway at sea. These can besignificant. Thus the attraction of the Dockwise

service.

SAFE AND ON-TIME DELIVERY

Harold Keys is Noble Drillings Engineering

Manager Marine responsible for the Noble JimDaytransport. Our concern centres on the safeand on-time delivery of our rigs. he explains.We and of course our insurers like to avoid

surprises, time and cost overruns, and we havea driven need to get our rigs to work exactly

on the date we promise to our clients. It makesfor trust in the future. He smiles. One of the

reasons we work with Dockwise . The Dutchseem to have a k nack 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 inthe general build programmes, this could still

vary widely.

THE NARROW DOWN SCHEME

Keys explains further: As far as rig transportdate goes we have a special arrangement with

Dockwise whereby we share all information thatmight affect the departure date. The contract

narrow down scheme means that based on ourrig completion expectations, Noble has to pro-

vide Dockwise with an e ver smaller departurewindow. 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 4months before departure it has to be 15 days.

One month before the scheduled departure datewe have to be down to one day and Dockwise

will insure the Blue Marling arrives within a 15day window of that date. All of this means that

both Dockwise and Noble can count securelyon a minimum of surprises and that the trans-

port will leave on the day scheduled. Havingthat transporter arrive just as the rig is readied

for roll-out is a science, an art a nd a majorgamble combined.

THREE MAIN COMPONENTS

Jan Wolter Oosterhuis is Dockwise

USA Manager of the Business De-velopment Department and Project

Manager for the acquisition of largetransports of semi-submersibles

like the Noble Jim Day. Besidespreparing a commercial offer, our

first task is to look at the challengetechnically. Get all information

from Noble, decide

on the vessel, prepare loading plansand procedures, fully model the rig

on the Blue Marlin, get approvalin principle and provisionally schedule the

transport. He was helped in this by engineer-ing specialists at Dockw ises headquarters in

JIM DAY PROJECT


Breda and Ocean Dynamics Limited, whichis Dockwises 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. Thisgives 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 Daywill be floated on the BlueMarlin 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 vesselon the rig, and avoid any local stress or damage,

we will use a softwood cribbing arrangementbetween deck and rig structure. Once the rig

is in position the welders go to work and weldseafastenings to the rig as to make it all ready

for transit. A lot of engineering time goes intopreparing all the details of the transport in order

to make the first trip around the world for this

rig as smoothly as p ossible.

THE VOYAGE

The second component is the voyage. This

will take the loaded vessel from Singaporethrough the Indonesian archipelago, across

the Indian Ocean, round the Cape of GoodHope and up through the South and North

Atlantic ocean s to the Gulf of Mexico. Some47 days non-stop during which the Master will

have the benefit of long, medium and short

term weather forecasts from a numberof sources. Although the centre

of gravity of the structure issome 110 feet above the surface

of the water, stability of the cargo andvessel together is still well within

limits of the Blue Marlin as it has a deadweightcapacity of twice the weight of the NobleJim Day, explains Oosterhuis. Weatherconditions may involve the master changing

course to avoid bad weather and excessivedynamic loads on the rig and the ship.

ARRIVAL

Voyage progress and projected arrival at offload site will be constantly monitored by Noble.

Upon arrival at the d ischarge site offshoreLouisiana work will i mmediately commence on

preparing for the float-off. The Noble Jim Day

thrusters, removed for the voyage on board theBlue 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 Daysafely at position at itsscheduled drill site awaiting the installation and

commissioning crew - oil, gas and mud menall. As all the task s contracted for by Dockwise

are completed so will the client sign off and saygoodbye to the team that got his rig to where he

could start the real work. Dockwise has everytrust 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 DAYON BOARD THE BLUE MARLIN READY F OR DEPAR-TURE. AGAINST AN ESTIMAT ED WET TRANSPORT TR ANSIT TIME OF 87 DAYS FROMSINGAPORE TO THE GULF OF MEXICO, THE PLANNED TRANSIT TIME OF THE TRANSPORTUSING THE BLUE MARLIN WILL BE 47 DAYS. THE RIG IS NAMED AFTER EX-NOBLEDRILLING CEO JIM DAY, NOW RETIRED, PAST INSPIRATION FOR THE COMPANYS DRIVEFOR DOMINANCE IN THE WORLD OF DEEP SEA DRILLING.

JAN WOLTEROOSTERHUISPosition: Manager

Business Development


15/23


DOCKSPECIAL

Text DOCKWISE & HANS MARTENS Photography KLAAS SLOT

A LITTLE HORNPIPING

DOCKWISE ONA GRAND SCALE

Dockwise is a company that is used to thinking and operatingon a large scale. And for any readers who might be interestedin the details of some special projects, here are a coupleof recent stories by way of illustration.

REMARKABLE PROJECTS


16/23

MIGHTY SERVANT 3BACK IN SERVICE BY END OF 2008

AFTER REINSTATEMENT AT GRAND

BAHAMAS SHIPYARD, FREEPORT.

On 18 November 2006, the Mighty Servant3 sailed from Trinidad for Luanda, West

Africa, carrying a drilling rig and barge. On6 December 2006 at precisely 07:53 local

time, she sank just short of her de stination

during rig discharge. The rig actually floatedoff without damage. The Mighty Servant

3 was later successfully recuperated bySmit Salvage and towed to Cape Town for

docking, inspections and removal of criticalcomponents.

REINSTATEMENT FEASIBLE

When the technical condition of the vesselhad been confirmed, it became clear

that reinstatement of the vessel would be

perfectly feasible as it had not sustainedsignificant structural damage and that,

thanks to the crews foresight and speedof reaction, all critical components such

as main engines, steering gear, reductiongears and so on had been saved.

The tender process for the envisaged repair

was started and interested major yards wereinvited to carry out inspections. The vessel

reinstatement tender process was concluded

and the contract finally awarded to GrandBahamas Shipyard, Freeport. The vessel

was prepared for t he towage voyage fromCape Town to Freeport.

SIMILAR TO TRADITIONAL NEWBUILD

Mighty Servant 3 left Cape Town, SouthAfrica November 2007 and reached Freeport

on 23 January 2008. It is now being strippedof all machinery, equipment and systems

down to the empty hull. The vessel will

subsequently enter drydock for the minorrepairs 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 andcontrol systems to all the latest design and

standards. The main engines are beingstripped and rebuilt at the Wartsila facili-

ties in Zwolle, the Netherlands. Essentia lly,both main engines will be next to new

when delivered back to the owner later this

year. The accommodation will be extendedduring the repair by inserting an extra layer

and be further upgraded to todays standardswith such things as internal furnishings and

crew facilities.

This challenging reinstatement project iscurrently in its initial stages but by year end

the Mighty Servant 3 is scheduled to beback in service with the Dockwise fleet.

The next projects are already at her doorstep.


DOCKSPECIAL

THE MIGHTY SERVANT 3, PRIOR TO I TS PLANNED REINSTATEMEN T PROGRAM.THE END OF 2008 W ILL SEE THE SHIP TAKE ON A DIFFERENT PROFIL E,EXPANDED CAPABILITIES AND, UNDOUBTEDLY, NEW DESTINATIONS.


17/23

DELIVERY OF

THE SHENZI TLP HULLTO BHP BILLITON PETROLEUM

(AMERICAS) INC.

At the end of 2007, Samsung Heavy

Industries was contracted to complete

construction and commence delivery ofthe Shenzi TLP hull to BHP BillitonPetroleum (Americas) Inc. The hull was

to be transported by the Mighty Servant 1from 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 passagefrom 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 Samsungshull build quay onto the skidding arrange-

ment on the aft deck of the Mighty Servant 1.

After the skidding had been finished andtemporary seafastenings installed, the vessel

was shifted to an anchorage outside Geojeharbour, 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 metresforward and 23 metres aft, a llowing the hull

to float off. In order to retain full stabilitywith the deck submerged, the Mighty

Servant 1 had to make use of the buoyancyof the Shenzi TLP hull. This is often the case,


DOCKSPECIALTHE SHENZI TLP HULLWAS

TO BE TRANSPORTED FROM GEOJE, KOREA,

VIACAPE OF GOOD HOPETO INGLESIDE, USA

THE SHENZI TLP HULL - A DRY TRAN SPORT WEIGHT OF 11,200 TON S,HEIGHT 70 METRES, SPAN 85 METRES (111 METRES DIAGONAL)AND A FLOATING DRAFT OF APPROXIMATELY 8 METRES ON BOARDTHE MIGHTY SERVANT 1, BOTH OF T HEM BIG BABIES.

but because of the shape of this hull (withits large deadrise), the vessel had to take on

a considerable trim by the stern and somedegrees heel first, which made it an even

more precise operation than usual.

SAFE ARRIVAL

After the floating, the Shenzi TLP hullwas pulled forward and positioned over the

cribbing with tugger lines. The MightyServant 1 deballasted until the sailing draft

of approximately 8 metres was reached andthe Shenzi TLP hull was safely sitting on

the cribbing arrangement installed


18/23


DOCKSPECIAL

SAFE ARRIVALON 28 FEBRUARY PRECEDEDANOTHER VAST COMPLEX OF RIG FLOAT-OFF,

POSITIONING ANDINSTALLING ACTIVITIES

in front of the skidding structure. On 4

January, the Mighty Servant 1 moved to theSamsung quayside, where the seafastenings

were installed and the skidding arrangementremoved. 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 andinstalling activities.

ONE COSTLY STEP LESS

According to Sybren de Jong, Senior ProjectSuperintendent, the transport of the ShenziTLP hull in one aspect offered a striking

saving in time and money. Normally we loadsuch a structure on board our lift vessel when

it is actually in the water. But that float-offand 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 tugtranspor t were eliminated. To do this the

deck of the Mighty Servant had to be fittedwith a skidding structure and the deck of the

vessel had to remain exactly level with thequay notwithstanding tidal changes and

weight distribution during loading. But itall saved the client an expensive extra process

step and quite some time. For Dockwise itwas 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


19/23

MAARI PROJECTHALFWAY TO COMPLETION

The Maari drill platform, 150 metres high

and 10,000 tons heavy is currently on boardthe Blue Marlin on its way from Malaysia

to New Zealand. This remarkable transportrepresents an unprecedented challenge to

Dockwise capabilities in preparing thecarrier and making a large load fast to ensure

a safe voyage across the potentially veryrough 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 workof all involved in t he project. The platform

is safely on deck on its specially designedgrillage, 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 e levenmetres. In the worst possible scenario, each

leg of the platform could exert up to 10,000tons of pressure on its part of the deck. We

designed the weight spreading grillage to beable 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 Ad miralty bay, there is the

next challenge - unloading. Admiralty bay isin the northern part of South Island. During

submersion Blue Marlin will only be able touse the flotation capacity of the platform in

the last stages. Air in the hollow foot and anextra stability barge brought on board will

help us out.

The project was originally accepted in October2006. At that time the Mighty Serva nt 1

was a llocat ed as suitable carrie r. Berren s;

From that moment the project team gotbusy mapping all possible risks and thinking

up and calculating the support structuresthat would be needed to carry the local loads

on deck. The maximum deck load of theMighty Servant 1 was well below the total

load exerted by the four legs. And one thenhad 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 necessaryflexibility. Originally the drilling platform

was sup pose d to be shippe d in O ctober2007, but because of delayed construction

this was postponed to February/March


DOCKSPECIALText HANS MARTENS


20/23

2008. By then The Mighty Servant 1 wasto 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 theconstruction 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 tothe shipyard in Lumut on a channel that

was not even on the sea charts. It had neverseen a ship as large as this one. The channel

was dredged specifically for Dockwise andchecked for depth to ensure safe access to

the 225 m x 63 m Blue Marlin. There theship moored stern to quay. It was held in

place with both its own and external anchors

as well as specially constructed multi-wireattachments and winches. The maxi mum

sideways play was no more than 0.15,almost unbelievable. To hold the deck at the

same height as the quay during the loadi ngprocess, an additional ballasting system was

brought on board specially for this purposeand put into action. These systems followed

the timing exactly. This wa s absolutelynecessary, says Berrens, as the tidal diffe-

rences created a height change of 70 centi-

metres an hour while the structure wasbeing pushed hydraulically on board at a

speed of only five metres an hour. Theballast systems had to compensate not only

for the tidal effects, but also for the increasingweight o n the s tern a nd the c onseq uent

change of ship trim. The ballast system was


DOCKSPECIAL

checked time and again, and efforts provedtheir worth, it worked perfectly.

The Blue Marlin is now on its way sailingalong the coast of Indonesia, from where

it will pass the Great Barrier Reef off theAustralian coast and descend to the Tasman

Sea and on to New Zealand.

RISK MANAGEMENT

Clough Projects International of Australia

commissioned the project, whereby Dockwiseitself 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 alsoincludes taking on board the stability barge

and the additional external ballast system.

For this purpose the Blue Marlin sailed toSingapore to bunker, to Batam in Indonesia for

the installation of the grillage and skid beams

on deck, to Lumut Malaysia to take the rig onboard and then to Admiralty Bay, New Zealand

to unload. Te operation involves many riskswhich 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.


21/23

The conversion of a tanker to a heavy lift

vessel basically i nvolves removal of the

original cargo section by installing a newmidship section which is joined to t he

original bow and stern sections. The currentstatus of the four conversions-in-progress are

as follows.

THE TREASURE

The vessel at present is being converted at

Cosco Zhoushan Shipyard. The new midshipsection 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, newCO2 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 thisextensive programme. Machinery and equip-

ment are being subjected to extensive upgra-

ding and refurbishment. After installationof all new equipment and finalization of

repairs, refurbishment and commissioning,

submersion and sea trials will commenceprior to delivery to Dockwise.

TALISMAN

The Talisman is currently being convertedat Cosco Nantong Shipyard. The new

midship section is presently welded in placeand the vessel is afloat for final ization of

conversion activities. Deck ballast tanks, extraaccommodation, 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 beinvolved. Machinery and equipment is again

being upgraded, refurbished or replaced andvarious special heavy lift equipment are being


DOCKSPECIAL

installed. After installation of all new equip-

ment and finalization of repairs, refurbish-

ment and commissioning, the submersionand sea trials will commence prior to delivery

to Dockwise.

TRUSTEE

The Trustee is currently being converted

at Cosco Zhoushan Shipyard after itsarrival mid-March 2008. Construction of

the new midship section actually startedmid-September of last year and is progress-

ing, building of the double bottom started

early this year. The Anglo Eastern/Dockwisesite 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 April2008. Construction of the new midship

section started mid-August 2007 and in

January of this year two of the four midshipsection 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 istight, inspections frequent, and the work

rate high. The Dutchman, and perhaps theobservant non-Dutchman might perceive a

clear similarity with what he sees today inChina, 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 hullSuezmax tankers to semi-submersible heavy lift format is in full progress,and the last four vessels will join the fleet in 2008.


22/23

Page 42 DOCKWISER

Yacht Express, the new vessel of Dockwise YachtTransport, is equipped with Sea Keeper 1000 a system for monitoring the quality of seawaterand recording meteo and water data. This willenable DYT to contribute to understandingand protecting our environment.

Once the Yacht Express is en route, the Seakeeper1000 will take samples of seawater every threehours, and simultaneously record atmosphericconditions. The instruments will analyse the water forsuch parameters as temperature, salt content, oxygenand possible pollution levels. The measurements, theGPS position of the samples taken and the vesselsspeed over ground, will be automatically sent to theheadquarters of the International SeaKeepers Societyvia an Inmarsat C satellite connection. This is all afully automated process. By doing this, the YachtExpress will help to monitor the environment of the

oceans. The Yacht Express is the first DYT vessel to beequipped with the Seakeeper.

Because our vessels sail on fixed routes, we cancollect 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 willprovide a more accurate and complete overview thanthose of many private yachts equipped with the system,

which usually sail in more restricted coastal are as infixed seasons.

INTERNATIONAL SEAKEEPERS SOCIETY

In 1988, a small group of yacht owners decided to setup Seakeepers. They were worried about the rapidlydecreasing condition of water quality in the worldsseas and oceans. To put this in the picture they commissioned development of a compact, affordable

and automated data collection system. Thedata is made available to scientific institutes

to give them insight into the progress ofpollution. Of the Seakeeper 1000 system,

50 have been installed on board cruiseships, freight vessels and private yachts, collectivelyforming a world-wide network.

Next issue

WDOCK ISER

FURTHERMORE...GET UPDATED ON OUR RECENT PROJECTS

DOCKWISESCORE VALUE

PASSION

THE OTC2008Read all about it

N4 2008 dockwise.com

MASTHEADDockwiser is a publication of Dockwise Netherlands, Jacqueline van den Bergen, Danielle Biermans www.dockwise.comCONCEPT/REALISATIONReadershouse Brand Media +31 (0)20 3551010 / www.rhbm.nl ART DIRECTIONMonique van KesselTRANSLATIONRoger Thurman/ETC PREPRESSGPB Leiderdorp PRINTED BYHollandia

DYT SUPPORTING INTERNATIONALSEAKEEPERS SOCIETY

The Yacht Express is a cruise ship among the yachttransport vessels, partly thanks to luxury guestaccommodation. From a technical point of view,it is an advanced ship because of its diesel-electricaldrive and the Azipull thrusters.


23/23

As a superintendent Ive got the best jobin the world he says with a smile. I get tospend 120 to 140 days a year abroad and 80to 100 days a year at the office. Each voyageis different, exciting when the ship with itscontainer cranes can just slip underneath abridge, or when it has to submerge deeply to

take big freight like submarines or drill rigsonboard.Text HANS MARTENSPhotography DOCKWISE

As superintendent Duyvestijn isresponsible for preparations for andguidance of loading and unloadingprocesses. He guides and discussesprocedures to be followed with all theauthorities and client staff involved.So far his career has taken him onsome 300 trips. In the first yearswe carried many different typesof cargo, but over recent time Imainly transported container cranes.The idea now is to move more float-ing cargo such as drilling rigs. Ivehelped ship about 300 cranes. Toget those things onboard, you haveto lie at right angles to the quaysideand sometimes that means partiallyclosing the harbour. This requires a

lot of careful discussions and sometight planning. Transporting cranes isexciting when you have to go undera bridge as you may only have ametre of clearance between bridge

carefully calculated, but still last year for example traffic acrossthe bridge in Los Angeles had to bebrought temporarily to a halt. Wewere very close.

He has good memories of three oldSwedish submarines that belonged tothe Singapore Navy. To get those ondeck, we had to submerge the shipreally deeply. Each journey offersdifferent experiences; the ports aredifferent, the tides can be high or low,you may suffer from currents andthen again all may be calm, and soon. 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 usesthose to advise clients and the com-mercial department, and unload hisexperience and practical knowledgeon company engineers.

CAPTAINS STORY

COR DUYVESTIJNIn 1975 Cor Duyvestijn (52) joinedshipping company van Ommerenas apprentice officer. In 1977,after a year as apprentice andafter passing his finals at NauticalCollege, he was given a permanentcontract. In 1979 he joined thenewbuild Dock Express 12, a heavycargo vessel of Dock Express Ship-ping, for which van Ommerenprovided the crew. Twenty fouryears ago he was asked to take aposition onshore for a year. Thatyear became somewhat stretched

blue marlin

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