速
No 7, 2nd Quarter 2010
Thinking in Solutions with Exmar
8
Exploring the
UNITED STATES
OTC 2010
26
Sustainable Solutions around the world 28
| US$ 4,95 | www.dockwise.com
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DOCKSHOT! January-February 2009 - The Ocean Scepter was loaded onto the Treasure in the beautiful harbor of Angra dos Reis in Brazil. Owned by Diamond Offshore, the towering 486ft (148m) tall jack-up rig is about to start its journey up the Atlantic coastline to Corpus Christi, Texas where it will prepare for its next assignment in the Gulf of Mexico.
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CONTENTS DOCKWISER Number 7 Second Quarter 2010
Sustainable people
13
www.dockwise.com
6 docknews 12 ODL moves malikai forward 26 New location otc 32 yacht transport 40 SS Victoria
Interview Rob Strijland Chief Operating Officer
14
Leaving no footprint
PEOPLE 13 Alexandra van Eijck 17 Eugene Kolesnikov 31 Angelique Fens 39 Martijn van Exsel
SUSTAINABILITY
18
8 Thinking in Solutions with Exmar 14 LEAVing NO FOOTPRINT 28 Sustainable solutions around the world
exploring the United States
USA 18 Exploring the UNITED STATES 36 Cooperating with US Military Sealift Command
42 Vyborg Project Log 43 Next Issue
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32
Yacht Transport
20 vessels ‘pooling’ across the Ocean
FROM THE CEO
New Opportunities on the Horizon: Creating a Sustainable Business Model Sustainability is a popular term, whether it relates to business successes, our way of living, or the manner in which we deal with our environment. Our strategic model is chosen to ensure that what we build and develop is not lost due to the cyclical nature of business, but is preserved as a basis for our next steps in the future. We have chosen to strive for continued leadership in the Heavy Marine Transport (HMT) market, while also seeking opportunities to develop and strengthen our position in the Transport & Installation and Logistical Management markets as well.This has resulted in Dockwise becoming a different company altogether. Initially, we were a company focused only on shipping and transport, but now we are a company with a much broader aim and a much broader client base. The result is that we now have access to doors that were previously closed, and we are entering a new world with new opportunities. We are a company with a new mix of people, with diverse backgrounds. And our company is more mature, with a much wider perspective on where to find new potential. Frontier developments in deep water, shallow water, and new deep drilling technologies have brought access to new discoveries. These developments require new innovations from us as well including more stateof-the-art technological solutions to help secure new resources. Building a sustainable business transformed us into a more reliable and stronger partner. More and more diverse clients look at us with genuine interest for other unorthodox solutions. But sustainability goes beyond the business results itself. It is also a matter of creating prudent operations with the least possible impact on the environment. In this respect, our Dockwise vessels are managed in the most professional way, and every measure is taken to follow the latest environmental guidelines, and to ensure that we use the most advanced technological improvements that will ultimately lead to more long-term sustainable solutions in our marine operations. We also look for sustainable developments outside our business as well. We sponsor educational projects in geographical areas where, without help, young people will have no future. With the personal support of our employees and funding from Dockwise, we give young people an opportunity they did not have before. Eager to learn, they themselves create a sustainable basis for further education and training. We firmly believe that by supporting these types of smallscale projects, Dockwise contributes to a world in which each and every one of us has access to a promising future. I hope you enjoy reading our latest edition of the Dockwiser, in which we keep you informed about all the most recent and important industry developments, as well as the direction of our company in the midst of a turbulent world. Sincerely, AndrĂŠ GoedĂŠe Chief Executive Officer
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DOCKNEWS Australasian Oil & Gas
Exhibition & COnference 2010 24-26 March 2010 Dockwise exhibited at the Australasian Oil & Gas Exhibition & Conference at the Perth Convention Exhibition Center. This year’s conference was titled, “Drill Down and Explore the Opportunities,” proudly covering the full range of oil and gas industry topics from exploration and production technology to gas processing, pipelines, offshore services, engineering, design and construction. “Dockwise’s
participation in the conference offered us a great platform to build key relationships and continue to promote brand awareness in the Australian market,” says Danielle Biermans, Media & Promotion Manager. The conference included decision makers like senior managers, engineers, consultants and procurement professionals from exploration and production companies, engineering firms, consultancies and contractors from the service and supply
New Ocean Dockwise Ocean Dynamics LLC (ODL) has a new website! Ocean Dynamics LLC (ODL) is a valuable part of the Dockwise group, providing engineering and consultancy support to the offshore industry. After
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industry. As Perth continues to grow as the Australian hub for engineering, geosciences, research, subsea services and transport & installation contractors, it is attracting companies worldwide. This year over 7000 visitors attended the conference. “With the massive upcoming projects, Dockwise is uniquely positioned to offer its full range of services to the industry,” states Ben van der Hoeven, Area Manager Australia.
Dynamics website
joining Dockwise in 2007, the two companies have benefited from a spirit of teamwork and an integrated project approach. The new website furthers this unification by synergizing the companies’ messages under one roof. “Our new website clearly states the services ODL offers the world and is an important window into our company. People can easily access the capabilities, images, project experiences and services that ODL has to offer, from almost anywhere in the world. Having the new and current website lets our customers know the updated experiences we bring to the industry, as well the latest and greatest projects that ODL
has been awarded,” says Jim Li, President, Ocean Dynamics LLC (ODL). World renowned for the design and analysis of various fixed, mobile and floating offshore structures, including marine analysis and design, mooring systems analysis and design and offshore transportation and installation - ODL is one of the few engineering companies able to provide autonomous studies to clients without steering them in a direction intended to only benefit ODL. We invite you to check out their company message and take a look at historical milestones at www.oceandyn.com.
Russia Offshore moscow level of papers presented at this conference is noteworthy. We are grateful to organizers for the opportunity to attend this very well organized and informative conference and meet such a wide range of oil and gas companies,” said Valentina Boytosova, present at this Offshore Meeting on behalf of the Russian Ministry of Finance.
February 2-4, 2010 In line with the opening of Dockwise’s most recent office in Moscow, the company’s Vice President of Operations, Marco Schut presented a technical paper describing the upcoming Vyborg Transport & Installation project scheduled to take place in May 2010. Attendees included executives from the majors as well as Russian government officials who explained plans for development. “The professional and high
Valentina continues: “ The development of offshore oil and gas fields is one of the top priorities of the Russian government; Russia offers fantastic partner opportunities to develop undiscovered enormous subsea hydrocarbon reserves.” Marco Schut’s presentation on Dockwise’s innovative floating-float-over explained the company’s upcoming Shtokman Transport & Installation project and the challenges involved. The floating hulls, which have been built at Vyborg shipyard
in Russia, will be integrated with the deck structures using Dockwise’s Black Marlin to perform the operation. Dominiek Ampe, the CIS Countries Area Manager said, “It was extremely good for Dockwise to present its core business and its technical capabilities to the key players in the Russian market.”
Marco Schut, VP Operations
Making a Difference
in Botswana
Volunteers make a difference. And Dockwise supports the efforts of our employees who work to make the world a better place. At Dockwise, we believe we have a responsibility to make a sustainable difference in the lives of our global neighbors.
children in central Botswana, as well as provide much needed food and nutrition. These practical solutions will give these children the head start in their early childhood development and education that they need for longterm success in their lives.
As part of our ongoing commitment to corporate social responsibility, Dockwise recently made a donation to the Build on a Rock Foundation. The goal of this organization is to build preschools for impoverished
“These children are among the poorest in Botswana or anywhere,” said Jan de Jonge, Build on a Rock’s Project Sponsor and Dockwise Transport and Marine Engineer. “This donation will help us achieve our goals
of providing the education facilities and food these children desperately need, but which their community cannot afford.”
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Sustainable Relationships
Thinking in Solutions with Exmar Durable cooperation is valuable EXMAR, the Belgian company founded over a century ago, is famous for their innovative approach to gas transportation and offshore challenges. It is no surprise that their commercial relationship with Dockwise was founded on an out-of-the-ordinary transport solution.
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EXMAR
Arnaud de Limelette Offshore Director EXMAR Nearly five years ago, EXMAR commissioned Dockwise to deliver the marine, transportation and additional scope for the first ever OPTI-EX™ semi-submersible hull from Samsung’s fabrication yard in Korea to the Gulf of Mexico. Measuring 42 meters tall (137 ft), 60x60 meters wide (196x196 ft) and weighing 6100 metric tonnes (6,724 s.tons), the OPTI-EX™ is a deep-draft, ring pontoon, semi-
submersible hull designed by EXMAR to produce offshore fields in various water depths. “It is flexible enough to serve as a permanent unit, for full field development or to be used as an early production unit. The OPTI-EX™ can export via pipelines or to existing floating storage (FSO, FPSO) without having to build an FPSO,” explains Arnaud de Limelette, EXMAR’s
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“ We selected Dockwise because of their reputation as the most reliable provider.” Arnaud de Limelette
Accommodation barge Nunce onboard the HTV Treasure.
Director Offshore. He continues, “We selected Dockwise because of their reputation as the most reliable provider. We also knew they had the engineering and project management expertise to assist us with such a transportation challenge.”
with our engineering team in Houston. The project worked, because we had a common motto, ‘Think in solutions, not in problems.’ When you are facing problems, there are always solutions,” continues de Limelette.
“A positive point with Dockwise was the collaborative engineering solution. Dockwise’s approach was pragmatic and solution oriented, which really made all the difference. This transport was so engineering intensive that it required a lot of flexibility and cooperation
A bit about EXMAR EXMAR began in the early 1980s as a small LPG player. Through acquisition and a steady newbuilding program EXMAR has become a recognized Owner of LPG (Liquefied Petroleum Gas carriers) and LNG (Liquefied
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EXMAR
OPTI-EX™ integrated
Natural Gas) vessels (22+ LPG carriers & 9 LNG carriers) where it is best known for pioneering a fleet of LNG regasification vessels. After a successful foray in the offshore industry as a drilling contractor in the 1990s, EXMAR’s recent offshore activities have been focused on Floating Production units (FPSO Farwah & Semisub OPTI-EX™) and accommodation barges. Known for their innovative approach to offshore challenges, EXMAR was the first in the world to develop regasification on board of LNG vessels and to complete a shipto-ship (STS) transfer of LNG (Liquefied Natural Gas) in the Gulf of Mexico. Today EXMAR operates as a fully integrated shipping company, managing a twenty-two vessel fleet of LPG tankers six LNG re-gasification vessels (LNGRVs), three conventional LNG carriers and offshore units (FPSO’s & Accommodation
barges). Additionally, the company is building pressurized LPG vessels and two LNGRVs, which will be delivered in 2010. From its global offices in Antwerp, Houston, Shanghai and Paris, the company provides all shipping and offshore services, from design, engineering and construction to operations services. The Final Word “Relationships and a common, professional vision and approach to the work are so important. In the case of Dockwise, they were willing to work with us to develop a solution, and not as per the contract only. This gave us the necessary flexibility to innovate.” says de Limelette. “In the near future, the OPTI-EX™ integrated unit will need to be transported, and although we can’t make any promises today, we can tell you that the relationship with Dockwise means they will certainly be considered for this next transportation requirement.”
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The Dockwise group company, Ocean Dynamics LLC (ODL) is currently in the final stages of completing part of the basic engineering studies for the Malikai Tension Leg Platform (TLP) project as part of the deepwater front-end engineering and design contract to be executed in Malaysia.
ODL Moves Malikai Forward In 2009, the Malaysian company MMC-AMEC awarded the civil marine scope for Sabah Shell Petroleum Company’s Malikai deepwater project, offshore Malaysia as a sub-contract to Houston based company, Ocean Dynamics LLC, ODL. Dr. Larry Chen has been appointed ODL Project Manager. With over sixteen years of engineering experience in multiple deepwater projects in the offshore industry, he explains ODL’s scope of work, “MMC-AMEC subcontracted ODL to perform the Malikai Tension Leg Platform (TLP) hull configuration, preliminary structural design and analysis including pre-service and in-service. For the pre-service portion, it includes TLP load-out, float-off, transportation and installation including the offshore hook-up of TLP tendon system. For the in-service portion, it includes the hull marine system design, TLP and TAD mooring design and global performance, tendon design and analysis.” The Malikai oil field was discovered in 2004 and is located offshore Sabah in the northern portion of Block G in water depths ranging from 500 to 2000 meters. “ODL won the project from its competitors by showing its experience and expertise with several floating systems, including, SPAR, Semi submersible, MinDoc, FPSO and TLPs. Also,
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malikai tension leg platform
ODL is capable to offer multidisciplinary services including Structure engineering, Naval architecture, Marine engineering and Riser engineering. There are not many offshore engineering companies with this high level and diversified expertise under the same roof,” explains Aldo Benavides, Sales Manager of ODL/OKI. The installation of the floating Dry Tree Unit (DTU), which will be installed over Malikai field, utilizes a Tension Leg Platform (TLP) design that suits the Malikai environment. The TLP will be designed as a fully manned platform, complete with living quarters and a control room. Jim Li, ODL President, added, “ODL also proved its commitment to support its customers, by relocating its engineering team to Kuala Lumpur for the duration of the project. In doing this, ODL proved that its operations are international and that ODL and ODC (Ocean Dynamics China) are both capable of working remotely and efficiently around the world.” The Malikai development will be Shell’s second deepwater project in Malaysia. Shell serves as the operator and holds 35% interest, Conoco Phillips holds 35%, and Petronas holds the remaining 30%.
SUSTAINABILITY sustainable Human Resources
“ We are focused on keeping and developing the brightest minds today, so that they can become the best Leaders tomorrow.”
Alexandra van Eijck
Senior Advisor, Human Capital Management
Alexandra joined Dockwise as the Senior Advisor for Human Capital Management in 2007 bringing with her many years of international HR experience. She is the driving force behind our sustainable employment and talent programs. “Over the last five years, Dockwise has grown from a company of 60 employees to a company with over 300 employees worldwide. With this kind of growth, we have implemented Global Leadership Development programs to prepare our (future) leaders for what is required to move our organization forward. This is exciting, because we see results, and the success is measurable. This type of development program fosters interaction between the global offices, which creates mutual understanding and respect across the board. Throughout our entire organization, there is a feeling of solutions demonstrated through practical approach.” DOCKWISER Page 13
Leaving No Footprint
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SUSTAINABILITY Rob Strijland joined Dockwise as Chief Operating Officer in March 2008. Before joining the Company, he was the Director of Fleet Management at Royal Wagenborg Group and held Senior Management positions at Allocean Maritime (UK),Hanson Aggregates (UK), Shipdock Amsterdam and ITC Towage. In his current job, Rob is responsible for all Operations for Dockwise, which includes oversight for all twenty vessels, Engineering, Health, Safety, Environment, Quality and Security performance.
Rob Strijland Chief Operating Officer (COO)
Please give us a bit of background about Dockwise’s approach to sustainable development. Dockwise is the frontrunner in the heavy marine transport industry. We are in a position to lead changes in sustainable practice, especially when it comes to working together in the industry. Currently we are working on innovations in regards to existing services and core business to operate increasingly sustainable practices that will result in the reduction of environmental impacts. When it comes to the issue of sustainability, where do you see Dockwise in the years ahead? Our ultimate goal is to be environmentally neutral. As we plan and design for the future, environmental management is a top priority. The important thing is to act on vital knowledge. The heavy marine transport industry has already evolved over the years from wet-tow to the more sustainable, dry-transport method. Today Dockwise is looking even further to utilize our talented, engineering minds from the Netherlands, the United States and China to develop more sustainable operational and engineering transport solutions. Part of our vision is to give environmental protection the proper position in the
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planning and design. We are thinking about our reputation with our clients. We are here to serve. Our heritage to the generations to come is important. Therefore we have embedded this in our organization and strategy. Around which primary issues is Dockwise taking the lead? There are a number of primary issues around sustainability by which Dockwise is taking the lead. We actively monitor all fuel consumption and pro-actively try to steer reductions by adapting our vessels’ speeds and working in close cooperation with our internal departments and with clients. Anglo Eastern, our ship manager, is also focused on sustainable efforts by helping us to maintain a recognizable database that keeps track of fleet variables. We recently renewed the engines aboard numerous vessels, which improved overall efficiency. Furthermore, I am very keen on studying the opportunities of the advantages of using wind propulsion. I believe our vessels could be designed for that type of innovation. A major part of our business consists of
subcontracting. To work with qualified subcontractors who work in a durable manner is something which is crucial for me. Our Procurement Department takes sustainability as a leading principle. We are very critical in deciding which suppliers we choose and which types of materials we choose, this can lead to more sustainable operations. When Dockwise starts to do something more efficiently, trust me, our competitors will follow, which means we have the power to lead a more sustainable trend. Onshore innovations are prompting us to consider offshore implementations. We are constantly researching, together with universities, which innovations we can effectively put into place that will help improve our operations. One of the topics is the change from wooden cribbing to a more sustainable material, as recycled plastic. We are not there yet, but the first tests are promising and we are working hard on completing the trials with our suppliers. By cooperating with institutions around the world, we are able to exchange information and develop new solutions and share knowledge developed over the past decades. Ballast water continues to be a large topic in the realm of sustainability. We are brainstorming with a group of Dutch companies within the KVNR (Royal Dutch Shipowners Association) to figure out how we can improve the future of ballast treatment and comply with international legislation. Ballasting issues on a local and an international range must also be taken into effect. We want to take the lead in this area. From an operational/engineering point of view we can design an optimum condition, which could be a permanent ballast system. The Final word‌ Ultimately, sustainability is a long-term vision for reducing and minimizing risks and impacts towards the health of the planet and society as a whole. With an indefinite time-frame, sustainability means ongoing improvement. Dockwise is committed to improving our performance and leading the industry to comply with global legislation.
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SUSTAINABILITY sustainable QHSES
“ I believe that sustainability in our business is being willing and able to see beyond the horizon, while concentrating the effort where it can really make a difference.”
Eugene Kolesnikov Senior QHSES Engineer
Eugene Kolesnikov was born on Sakhalin Island offshore Russia. He has eighteen years of experience developing HSES environmental and social solutions for the oil and gas industry. He is currently a Senior QHSES Engineer at Dockwise. “Our contribution to solving the global, sustainable development challenge is primarily focused on minimizing any adverse impacts to the environment through continuous improvement of QHSES performance. Sustainability is about long-term vision with indefinite term consequences. As a service provider for the oil and gas industry, Dockwise has a unique responsibility to proactively implement new developments to minimize environmental, health and social impacts. To this end we have implemented the ISO 14001 systems. We also contribute to sustainable development by placing these issues on the management agenda and raising awareness among Dockwise employees.”
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Exploring the
UNITED STATES
An editorial on the energy developments in the Gulf of Mexico was written by Kate MacKenzie, correspondent of the financial times exclusively for the Dockwiser
When BP announced last September that it had discovered a giant oil reserve on its Tiber prospect in the western Gulf of Mexico, it received the sort of broad media coverage rarely enjoyed by oil and gas discoveries. In recent years, such ‘giant’ fields - those with 500m to 5bn barrels of recoverable oil - have increasingly been confined to developing countries and national operators. Excitement about the deepwater Gulf of Mexico has been
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mounting since the early part of the decade, when Chevron and BHP Billiton discovered the smaller St Malo, Jack, Cascade and Chinook fields. The prospect of a well-known western oil major tapping a 3bboe-plus reserve just 250 miles (402km) southeast of Houston seemed to validate the huge sums of money that oil majors have invested in the region. The Gulf of Mexico has been central to the development of offshore petroleum for
USA FEATURE
decades: oil was first tapped from the open sea off the coast of Louisiana (see box), and the region has incubated a host of innovations which have been crucial to the global industry. But the Gulf ’s development has often been halting: in the early 1990s, before the current generation of deepwater offshore technology came into its own, the region was dubbed the ‘dead sea’, after a string of test wells came up dry. Its prospects have passed through cycles of acceleration and deceleration as engineering
opened up new vistas of exploration, which were then exhausted before the next technological revolution came along. The most striking aspect of the Tiber announcement was not the size of the reserves but their depth. Beneath 4,000ft (1,200m) of water and a further 35,000ft (11,700m) of rock, Tiber’s drillshaft is only a mile short of the deepest ever drilled, a hole in the Arctic’s Kola Peninsula sunk by Soviet scientists in the 1980s.
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History of development of the Gulf Just reaching such depths pushes the limits of oilfield technology. Extracting petroleum from reservoirs where the temperature is likely to be around 200C (392F) and the pressure around 1,500 times atmospheric levels poses fresh challenges, which will push production from Tiber years into the future. But the sheer technical hurdles overcome to achieve the discovery suggest that the latest wave of technology is finally crystallising in the US Gulf. “For more than a decade, deepwater has been described as the future of the industry,” wrote James West, an oil services analyst at Barclays Capital, in January. “We believe the future has arrived.” The key area of interest at the moment is the Lower Tertiary trend, a region of rock deposited between 65 million and 23 million years ago that is also responsible for the prolific Wilcox, Yegua and Vicksburg onshore gas plays in Texas. Although it is still little-understood, its potential is immense: John Herrlin, an analyst with Merrill Lynch, estimates there are 3-15bboe in the trend, compared to the 12bboe that has been extracted from Alaska’s Prudhoe Bay since the 1960s. The potential of deepwater development of the Lower Tertiary first became apparent in 2004 when Chevron hit 350ft (107m) of oil-bearing sand in its Jack field, 270 miles (435km) southwest of New Orleans; it was underlined in 2006 when BP found 800ft (244m) of oil sands in the nearby Kaskida field. Lease bids have risen rapidly as a result: in the US government’s Estimated reserves
50.000 45.000 40.000 35.000 30.000 25.000 20.000 15.000 10.000 5.000 0
Number of fields discovered
Oil reserves (mmbbl)
1000
Number of fields discovered
800 600 400 200
2000-2009
1990-1999
1980-1989
1970-1979
1960-1969
1950-1959
1940-1949
1930-1939
1920-1929
0
Source: infield the energy analysts
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1200
Gas reserves (mmbble)
Year of discovery
The world’s offshore petroleum industry, which now accounts for a third of the world’s oil and a quarter of its natural gas production, began in 1937 with a platform the size of a football pitch, perched in 14ft (4m) of water a mile (1.6km) off the coast of western Louisiana. The Creole platform built by Pure Oil and Superior Oil near the coastal village of Cameron was a far cry from today’s sophisticated structures: made entirely of wood, its protection against hurricanes was a shock-absorbing deck designed to be swept off its pilings by the biggest waves. Workers were ferried to and from the platform in shrimping boats, and without radar the only way to find it in a heavy sea fog was to switch the engine off and listen for the clanking of machinery. Nonetheless, Creole was a modest success, produced 4m barrels of oil and remaining in operation, with extensive renovation, until the late 1960s. The real impetus for the industry came in the wake of the Second World War. Advances in marine engineering necessitated by the war’s many amphibious landings, combined with a glut of ex-military ships suitable for conversion to tenders and a labour force swelled by risk-hardened veterans, saw offshore oil take off. In 1947 Kerr-McGee, with Brown & Root, built a platform 12 miles (19km) off the Louisiana coast which was the first out of sight of the shoreline. Seven years later, when Brown & Root built the first offshore pipeline to Louisiana’s Cameron field, jack-up platforms were already in use and rigs were being sited in water up to 100ft (30m) deep. The higher capital risks involved in offshore production were arguably crucial in transforming petroleum prospecting from its most wildcatting prewar days into a more scientific process. By the late 1960s, there were over 1,000 platforms in the US Gulf producing more than 2m barrels a day from water as deep as 300ft (91m).
ARKANSAS
USA FEATURE MISSISSIPPI
FLORIDA
LOUISIANA
TEXAS
WESTERN PLANNING AREA 499 ACTIVE PLATFORMS
GEORGIA
ALABAMA
CENTRAL PLANNING AREA 3,359 ACTIVE PLATFORMS
MEXICO GULF OF MEXICO
FIELD RESERVES DISCOVERED BY WATER DEPTH (2000-2009)
<100 M 100 - 499 M 500 - 999 M 1,000 - 1,499 M 1,500 + M
15% 4% 11% 29% 41%
SOURCE: INFIELD THE ENERGY ANALYST
Minerals Management Service’s August 2004 auction the top bid in the Lower Tertiary Keathley Canyon, home to the Kaskida and Tiber fields, was $2.5m. Last August, BP offered $28m for a block in the same canyon. Part of the region’s appeal is the stability of the leasing environment, free from requirements such as production-sharing agreements and price contracts. Higher bid costs are only the start of the massive capital investment required to exploit some of these deepwater reserves. The siting of exploration wells is complicated by a salt layer 7,000ft to 20,000ft (2,100m-6,100m) thick covering 90 per cent of the deepwater Lower Tertiary. The salt acts like a layer of ground glass over the underlying layers of rock, interfering with the results of seismic tests and potentially obscuring smaller reservoirs altogether.
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USA FEATURE
Major breakthroughs in 2010 Salt layers pose a problem in other parts of the world, particularly Brazil’s Campos and Santos basins, and geologists have made considerable strides in peeking beneath them in recent years. The most common technique is wide-azimuth imaging, which deploys a larger number of seismic receivers than conventional testing to produce a richer image of the rock strata; Schlumberger’s WesternGeco has conducted multi-client wide-azimuth surveys of more than 3,000 lease blocks in the most prospective parts of the Gulf since 2006. It is a sign of the effectiveness of such techniques that the success rate of exploratory wells in the deepwater Lower Tertiary is 70 per cent, close to the global average for offshore wells and around double that of other deepwater sites in the Gulf. The penalty for coming up dry is particularly severe in a region where reservoirs are hidden beneath tens of thousands of feet of rock: each well in the Lower Tertiary costs $100m-$200m to drill. Neil McMahon, senior research analyst at Bernstein Research, believes the costs of such
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A symbolic milestone for the Gulf of Mexico’s deepwater tertiary petroleum was passed last May when Chevron’s Tahiti project, in the more recent upper tertiary Miocene strata, started producing from beneath 4,000ft (1,200m) of water and 26,000ft (7,900m) of rock. Production is expected to reach 125,000bpd of oil and 70m cu ft of gas. It is likely to be joined over the next 12 months by a host of deepwater projects: ATP’s Telemark hub is likely to be the first, with its Titan floating platform expected to score its first production by the end of March. Shell’s Perdido complex in the western Gulf will follow, having been moved into position by Dockwise’s Mighty Servant 1 heavy lift ship. The complex will produce 100,000bpd from a spar platform in 9,000ft (2,750m) of water. The Cascade and Chinook fields, originally discovered by BHP and now operated by Petrobras, are expected to come online in June. Discoveries have also moved apace in recent months. In late January, Anadarko discovered 600ft (183m) of high-quality oil in the Lucius sidetrack well, below 7,000ft (2,100m) of water and 21,000ft (6,400m) of rock in the Keathley Canyon, not far from BP’s Tiber. Earlier in the month, McMoRan found evidence of fresh Lower Tertiary plays closer to shore, drilling 29,000ft miles (8,900m) below the continental shelf in the Davy Jones field, 10 miles (16km) south of New Orleans, to discover 200ft (61m) of gas-bearing sands.
USA FACTS Population 295,734,134 (July 2005 est.) Area (50 states and District of Columbia only) 9,631,418 sq km Capital Washington, D.C. Estimated US Crude Imports per day 9,783,000 barrels/per day technically challenging projects increase the already considerable pressure of production times. BP’s giant GoM Thunder Horse field produces 50,000 barrels a day per well, but the lower tertiary find will more likely be in the order of 15,000. “So that is the key, key problem: essentially you’re going to have to drill many more wells,” he says. “And you’ve got the additional problem that your costs are very much linked to your drilling activities.” McMahon points out that the newer GoM projects are among the limited discovery opportunities available to the oil majors, who have been left behind in the discovery of some other new hydrocarbon plays, such such as US shale gas and West African oil. But BP disagrees; chief executive Tony Hayward repeatedly referred to the GoM as among its highest-margin
State Ranking Highest in Crude Oil Production Texas, 1,087,000 barrels/per day Estimated Total Petroleum Consumption 85,534,000 barrels/per day Though accounting for only 5 percent of the world’s population, Americans consume more than 21.7 percent of the world primary energy (2005). Total world energy consumption is a bit more than 462 quadrillion (1015) Btu and US consume almost 101 quadrillion (1015) Btu Percentage of Global Population 5% Percentage of Global Energy Consumption 21% The United States was self-sufficient in energy until the late 1950s when energy consumption began to outpace domestic production. At that point, the Nation began to import more energy to fill the gap. In 2007, net imported energy accounted for 29 percent of all energy consumed. U.S. oil consumption is approximately 21 million barrels per day, and domestic production is only 6 million barrels per day. Percentage imported Energy 29% of consumed energy Domestic Oil Production (2007) 29% of consumed oil Abridged from the CIA World Factbook US Energy Information Administration and other U.S. government materials
opportunities in the company’s strategic update in March. Spokesman David Nicholas says existing infrastructure and proximity to markets - particularly for gas - are also advantages. “The basic reason why a company such as BP is, and remains, extremely interested in the Gulf of Mexico is simply the size and quality of the oil and gas resources there, both those we have discovered and those we have yet to find.” Regardless of the strategic reasons, the renewed GoM deepwater activity looks like some long-awaited good news for suppliers. Most of the Gulf of Mexico’s rig fleet was hit by a severe slump in 2009 which has persisted into the new year: according to ODS Petrodata, just 75 out of 121 rigs in the Gulf were under contract in late February, putting utilisation rates among the lowest in the world. ODSP’s index of jackup rig day rates was standing at 168, down from 500 in January 2009; in mid-February, Ensco’s jack-up rigs for waters shallower than 300ft were pulling in just $40,000-$60,000 a day. But deepwater is a different story. Ensco’s deepwater rigs were commanding $415,000 a day in the fourth quarter of 2009, and BarCap expects that
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ultra-deepwater rigs will be able to command at least $500,000 a day this year due to demand vastly outrunning supply. All of the 32 deepwater rigs chalked up for delivery this year are either contracted or in contract discussions, and although only 10 of the 28 rigs set for delivery next year are in the same position, BarCap believes this year’s tight conditions will force oil companies to come to market and mop up any oversupply. The move towards deeper-water prospects should compound the decade-long decline in the Gulf ’s jackup fleet. Jackups, which become increasingly impractical in water depths of more than 300ft, are likely to either shift to shallower locations in emerging markets such as Mexico and West Africa or be mothballed.
USA FEATURE
Dockwise’s role “Since the strong growth of the Oil & Gas exploration in the GOM during the 1990’s, Dockwise has held a prominent position in the management of logistics by transporting offshore structures and equipment in the area,” states Robb Erickson, Vice President Heavy Marine Transport. He continues, “Dockwise’s regional headquarters in Houston have further enabled us to work closely with our clients to solve the often, inconceivable logistics involved in positioning their valuable assets in the area.” Dockwise’s Houston headquarters include the technological and engineering expertise of OKI and ODL. Located in the Park Ten area, the complete Dockwise, OKI, ODL office opened in May 2009. “The Houston office employs over 50 highly qualified engineers and commercial staff who cooperate with all regional clients and their global liaisons. Houston is key in the GOM arena for Dockwise, and the company continues to invest continuously to the growing regional demands.” Dockwise’s turn-key approach to transport and total logistical management positions the company to handle all transportation aspects of upcoming deepwater installation projects. By ensuring on-time, first production, Dockwise also provides a central logistical director to ensure integrated decision-making. Focusing on the mitigation of schedule risks during fabrication, transportation and on-site assembly, the Dockwise involvement with fabricators during schedule coordination leads to timely assembly and commissioning of large building blocks.
Deeper-water designs will take their place. This year will prove a major test for the Lower Tertiary. Despite Chevron’s Tahiti project starting production from similar depths in the Upper Tertiary last May, the older offshore rocks are yet to produce any commercial petroleum. Projects by ATP, Shell and Petrobras are set to be the first, in spring and early summer 2010, and there may also be another wave of opportunity from different strata of the Gulf, with both McMoRan and Anadarko making recent discoveries in more recent rock formations in recent months (see ‘Major breakthroughs’ box). The industry will be watching closely over the coming years to see if these discoveries lead to yet more new vistas opening up. All the hurdles are worth jumping to bring a field to production: despite the extraordinary development costs in the Lower Tertiary, analysts still estimate break-even rates at around $40-$50 a barrel. As Matt Snyder, lead GoM analyst at Wood Mackenzie, notes: “The one big plus from these lower tertiary fields is they seem to be very large structures with a large amount of oil in place. So if technology can come along and improve recovery rates even a few percentage points, that equates to a large profit from these fields.”
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HEADERCURSIEF Visit us at the
OTC 2010
3 - 6 May, Reliant Park, Houston, TeXas
New Location: 5225 (hall A)
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Sustainabili
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sustainability
Dockwise’s QHSES Department Talks about Sustainability
ity Superstars In 1983, the Brundtland Commission presented a definition of sustainability to the United Nations stating, “Sustainable development is development that meets the needs of the present without compromising the ability for future generations to meet their own needs.” As a service provider to many development oriented industries, including the robust, energy market, Dockwise is aware of the potential impacts of its projects, its fleet and its own onshore, office environment. With this in mind, the company is committed to excellence in the realm of sustainability. This requires a longterm vision with a steady eye toward capturing lessons learned and an intent focus towards improvement. This is why Dockwise has a team of people focused on sustainable results beyond compliance. This project has three spearhead areas; 1) projects, 2) fleet and 3) office.
Jouke Koning QHSES Engineer, states, “Our contribution to solving the global sustainable development challenge is primarily focused on minimizing any adverse impacts to the environment through continuous improvement of QHSES performance. To this end we have implemented the ISO 14001 management system in 2009.” Projects Transport & Installation operations require sophisticated project management with key performance indicators to measure environmental performance.
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The company’s Environmental and Impacts Register lists all environmental influences, due to operations and lists the controls that have been put in place. As part of Dockwise’s drive towards sustainable practice, the company is actively seeking alternative solutions for the use of cribbing wood needed for safe cargo stowage. Fleet Of all of Dockwise’s activities the effluents from the vessels have the highest impact on the environment. Mitigating measures like the use of low sulphur fuel in SECA areas(Sulphur Emission Controlled Areas), replacement of R22 (Freon-refrigerated gas) with a new type of gas are examples of reduced impacts. The company has also introduced strict garbage management policies and provided the existing fleet with replacement “Marpol” equipment (Marine Pollution Prevention Equipment) such as technical advanced incinerators, oily water separators and compactors. Fuel consumption is directly related to the Carbon Footprint, which will become an indicator of the environmental impact concerning the effects of greenhouse gases and Dockwise is taking all initiatives to reduce fuel consumptions and to ensure optimum performance of engines. The Yacht Express is provided with the first common rail main engines of the four stroke type, which ensure the lowest values in environmental impacting substances. To manage these issues, Dockwise, together with Anglo Eastern, developed Performance Indicators to measure performance in these areas. “In collaboration with Anglo Eastern Ship Management, Dockwise is doing its utmost to first identify and second reduce and minimize impacts by establishing ways to monitor improvements using Performance Indicators,” says Koning.
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Another important aspect of the operations is the use of ballast water. Future legislation will require ballast water treatment before it is pumped overboard. Dockwise is currently researching ways to reduce the amount of ballast water needed for global transports and has started a program to identify which techniques can be applied to comply with these future stringent regulations. Additionally, Dockwise is actively replacing chemicals and lubricants with biodegradable types, reducting sludge and fuel consumption. These measures are just a few of the initiatives that contribute to Dockwise’s advanced approach toward sustainable operations. Onshore in the Office Environment Although the environmental impact of working in an office seems low compared to the execution of projects, Dockwise is choosing sustainable practices by focusing on paper recycling initiatives and developing awareness about electrical power usage. “We develop awareness initiatives to induct employees, subcontractors, contractors and visitors by performing Health Safety and Environmental induction sessions. With these activities we reduce risks and potentially negative impacts to the environment (e.g. spillages), we promote a larger behavioral change towards sustainable thinking especially as we develop new ideas through out the organization,” explains Koning. These proactive initiatives are providing important platforms for further, future sustainable practice programs. As a member of the European Foundation of Quality Management (EFQM) and an active participant with the Royal Dutch Shipowners Society, Dockwise is committed to sustainable performance today, so that tomorrow’s world looks even brighter.
SUSTAINABILITY sustainable Procurement
“ I work with suppliers to get the most quality in long-term operations while ensuring full-compliance with environmental requirements.”
Angelique Fens Buyer
After graduating from Nevi 1 in 2006, Angelique joined Dockwise’s Procurement Team. While working in Procurement, she has had opportunities to develop her knowledge about the Maritime Industry and the importance of sea-faring companies. “I am the 24/7 center-point for all fuel transfers and bunkering provisions for the Dockwise fleet. It is our policy to provide exact details to our global suppliers whereby we ascertain the reduction of environmental and other risks during fuel transfers and bunkering. The ability to adjust and move quickly to communicate with Project Managers and Superintendents to support the day-to-day operations of the fleet is critical. This is a challenging and gratifying job with immediate results.” DOCKWISER DOCKWISER Page 31
A solid part of the Dockwise group, but less often highlighted is Dockwise Yacht Transport (DYT), the global market leader in the transport and relocation of numerous yachts aboard one vessel over long distances. DYT serves a niche market with a solid and appreciated client base.
“Have you ever seen ‘pooling’ Dockwise Yacht Transport
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YACHTTRANSPORT
20 vessels ’ across the Ocean?” A solid part of the Dockwise group, but less often highlighted is Dockwise Yacht Transport (DYT) , the global market leader in the transport and relocation of numerous yachts aboard one vessel over long distances. DYT serves a niche market with a solid and appreciated client base. Most yacht owners are well aware of the risks and expenses involved in a solo, trans-continental voyage. That’s why DYT is unique. DYT offers yacht owners the luxury of arriving in the world’s most beautiful ports without the hassle of transocean sailing. Based in Fort Lauderdale, Florida, DYT has dedicated yacht carriers providing fixed route services around the
world. This way owners can enjoy the benefits of Caribbean or Mediterranean sailing without having to actually sail there themselves. Historically, DYT has operated only in the float-on/float-off segment, a stable water-based method, whereby the carrier submerges itself and the yachts are gradually floated into place and then gently seafastened for transport. The company has recently entered the lift-on/lift-off market as a compliment for the section involving smaller yachts. “It’s an amazing process,” says Phil Alloway, the former captain of a 136 foot (41.46 meters) custom motor yacht named Adler, which has sailed over 40 voyages with DYT.
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fuel efficient DYT ‘s service also boasts a speed of 18 knots on its newest yacht carrier Yacht Express. “This means the transatlantic voyage from Florida to the Mediterranean is considerably faster,” explains Clemens van der Werf, DYT President. “Essentially, this kind of group transport is far more fuel efficient, especially when compared to multiple and separate long distance transoceanic voyages undertaken by individual yachts.” The Yacht Express was specifically built to transport yachts and is fully equipped with a host of amenities including a swimming pool, a fitness center, an atrium with 180-degree views and lounge, conference rooms, a media room and stateroom cabins for ride-aboard crew. Passengers can also sleep aboard their yachts, which are provided with running water and electricity. “DYT is constantly studying the migration habits and volumes of both
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power and sailing yachts of all sizes and we will continue to add new destinations to our regular stops to enhance owners’ and captains’ cruising options worldwide,” adds van der Werf. Turn-Key Solution Operating numerous regular and frequent schedules to main harbors around the world, DYT is also capable of delivering yachts to unique destinations. Whether it’s a relocation from Florida to Vancouver or New England to Northern Europe, DYT prides itself on prudent, super-yacht charters worldwide. “For our clients, DYT delivers a turn-key solution. In addition to guaranteeing a comfortable journey, we closely try to manage all interfaces before and during departure and arrival, which include customs and port authorities,” says van der Werf. For more information on Dockwise Yacht Transport, please visit www.yachttransport.com.
YACHTTRANSPORT
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Transforming Ideas into Today, the name Dockwise conjures spectacular images of unbelievable ocean transportations, not only for the energy and port and marine sectors, but for the military as well. Google photos of Dockwise’s Blue Marlin transporting the SBX floating radar platform to Honolulu or the USS COLE from the Persian Gulf are just a few of the company’s highly publicized military ventures. Safely delivering men and equipment onshore in remote and hostile environments without port infrastructure requires a certain amount of marine, engineering ingenuity. As the frontrunner in semi-submersible ballasting operations and partial underwater maneuvering, Dockwise has assisted the United States Navy’s Program Executive Office (PEO) Ships and the Military Sealift Command (MSC), over the years, with tests to develop and demonstrate aspects of a highly innovative concept called seabasing. Page 36 DOCKWISER
“One aspect of Seabasing is designed to move men and materials from large, Navy cargo ships onto an intermediate platform for loading onto Landing Craft Air Cushioned (LCAC) hovercraft that can then transport the men and materials onto land. Seabasing is especially useful when local ports are not available,” describes Robb Erickson, Dockwise Vice President Heavy Marine Transport. “An envisioned semi-submersible carries the hovercraft to an offshore location, out of site
Reality Cooperating with the United States Military Sealift Command of land, and then offloads them by partially ballasting itself under the water. The hovercraft then fly onto a beach where they can deliver important equipment. The craft can then safely voyage back to the vessel where they can reload by flying onboard,” says Erickson. He continues, “In 2004 PEO Ships and MSC performed tests using the MV Swan off the coast of Florida. These tests were to illustrate the motions of a flo/flo at low freeboard in a seaway.
Based on the successful results with the MV Swan, PEO Ships and MSC expanded the tests in 2005 and 2006 and used Dockwise’s larger, semisubmersibles Mighty Servant 1 and Mighty Servant 3 off the coast of San Diego and Norfolk to demonstrate offshore, Ship-to-ship transfers. Shipto-ship maneuvering uses enormous, Navy supply vessels that are equipped with fendering and special launching materials to enable the supply vessel to sail right next to a semi-submersible vessel and then transfer materials without damaging either of the vessels,” says Erickson. DOCKWISER Page 37
Robb Erickson Dockwise Vice-President Heavy Marine Transport “During these tests, PEO Ships and MSC also performed actual landings onboard the Mighty Servants 1&3 using LCAC hovercraft. The test was set up so that the ship was traveling at about 4-6 knots. Once the LCACs approached the Mighty Servants they slowed down so they could safely fly right onto the ship,” explains Erickson. These ambitious tests were vital in determining, logistical information including how to work with the LCACs as they flew onboard and how the heavy-lift vessel behaved under such loading and unloading circumstances. In 2006, MSC and Dockwise also performed the first Ship-to-ship transfer tests using the Mighty Servant 3 and a barge equipped with dynamic positioning (DP) using thrusters onboard. “This is where Dockwise’s added value is obvious. Most of the time, seabased transfers can only happen in very calm sea states. Offshore, over the horizon, the sea states are often classified at 3 or 4, which means waves might reach up to 2.5 meters (8 feet). In these conditions, the roll and heave affects the safety of the mission. The test determined the precise DP capability, in terms of its ability to maintain the distance between the vessel and the barge at a very precise distance,” adds Erickson. Page 38 DOCKWISER
Recently, tests were conducted also using Dockwise’s Mighty Servant 3, which was equipped with DP and a large transfer ramp system called a TAVTS (Test Article Vehicle Transfer System), to transfer equipment from the Navy supply vessel to the Mighty Servant 3 while sailing in the Gulf of Mexico. As noted by the Navy, “The newly developed ramp system was deployed from the Mighty Servant 3 and used active-heave compensation to land on the sideport platform of the USNS Soderman. Personnel and vehicles were successfully transferred between the ships in high sea state three and low sea state four during multiple days of testing in the Gulf of Mexico. These sea states were significantly higher than the expected normal operating profile.” Building upon a strong foundation of confidentiality, trust, professionalism and experience, Dockwise’s robust history with various international militaries including the Navy’s Military Sealift Command continues to stand the test of time. These sustainable partnerships have lead to extraordinary innovations between Dockwise and the MSC which have resulted in an inconceivable alternative use for semi-submersible vessels, highlighting the vessels’ unique capabilities and Dockwise’s flexibility. As interesting and ambitious military collaborations appear over the next horizon, Dockwise is preparing for future innovative uses for its spectacular fleet.
SUSTAINABILITY sustainable engineering
“ Working with Dockwise is opening doors to do more research to keep going forward.”
Martijn van Exsel Structural Engineer
Martijn van Exsel joined Dockwise in 2007, after graduating with a degree in Mechanical Engineering from the Technical University in Eindhoven in the South Eastern part of the Netherlands. Recently, he has been overseeing an exciting project investigating sustainable alternatives to cribbing wood. “This is an exciting project, because it is all about investigating innovative ideas to create a different level in material usage. The positive thing about these new and more sustainable materials is their recyclability - we can potentially reuse these materials for 10-20 years! Working with Dockwise is opening doors to do more research to keep going forward. There is a real drive in the company to develop more sustainable changes, and I am invigorated by the fact that I am a part of the sustainable materials team.”
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Dockwise Does it Again! Project SS Victoria
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HEADERCURSIEF SS VICTORIA After examining alternative transport methods for its massive, 6thgeneration, 36,000 tonne (approx. 40,000 s.ton) semi-submersible drilling platform “SS Victoria” from the DSME yard in Korea to Angra dos Reis, Brazil’s Petroserv S/A chose Dockwise. “A dry-transport aboard Dockwise’s flagship Blue Marlin just proved to be the safest, most expeditious and reliable transatlantic solution,” explains Kees Kuypers, Dockwise’s Project Manager. “But, due to draft restrictions, the SS Victoria could not be loaded onto the Blue Marlin with her eight thrusters in place. This meant the thrusters had to be removed at the loading port and later reinstalled at the discharge port,” continues Kuypers. To achieve the greatest success, Dockwise combined its engineering and project management expertise to offer Petroserv a turn-key solution. In cooperation with its subcontractor Wärtsilä, Dockwise removed the eight, massive thrusters from the rig’s structure at the DSME yard in Okpo, South Korea and then reinstalled them at the discharge site in Angra dos Reis, Rio de Janeiro, Brazil.
In line with the extended-scope, Dockwise arranged 24/7 dive support during the removal and reinstallation, the crane barge required, the wettow from DSME to loading location in Busan, Tow Masters, tugs, pilots, the float-on and float-off operations onto and from the Blue Marlin, seafastenings and the dry-transport from Korea to Brazil. The entire thruster removal process took 9 days, which was well within the contractual schedule. After removal the thrusters were stored on the deck of the Victoria. To float the rig onboard the Blue Marlin, a 25 mile wet tow from DSME to the loading location was managed by Dockwise. After arriving in Angra dos Reis, the Victoria was then floated-off of the Blue Marlin and subsequently wet-towed three miles to the thruster re-installation site where they were re-installed, using the reversed installation sequence as in Korea. “The value added in a turn-key solution is that Dockwise arranged all the float-off tug support including the wet-tow from the discharge location to the thruster re-installation location. Dockwise also arranged the Tow Masters and managed the thruster re-installation including dive support, crane barge and other supporting equipment,” explains Kuypers. After the re-installation of the eight thrusters, spinning and alignment tests were performed and the rig was re-delivered on schedule, within 10 days after commencement of the thruster re-installation within schedule.
SS Victoria onboard the Blue Marlin
“Overall the project was executed safely, efficiently, and on time. Trust and team effort between ourselves and the client supported the success of this achievement,” states Kuypers.
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Project’s Log LOG PROJECT’S
The Big Impact of
Vyborg
The Vyborg Project is big in scope. And size. It involves moving two semi-submersible hulls, built in Vyborg, weighing 15,000 tons each, and moving the topsides that weigh 18,000 tons each, followed by the float-over operations. The pieces were constructed in locations more than 17,000 miles apart, and putting them together is our job. Without using any fixed structure. It also involves the utilization of three of our Dockwise vessels. John van der Woning, Project Manager, talks about the latest updates to the Dockwise Vyborg Project. No Challenge is too Big Innovation is a term we use here at Dockwise to define what we do. And the sheer size and scope of this project has created an excellent opportunity to show what we can achieve in the Transport & Installation industry. This project is big. Really big. We’re performing floating float-over operations on two hulls, each weighing 15,000 tons. We’ll be using eight heavy anchors to moor the hulls. We’re going to ballast each hull down with about 45,000 tons of water. And we get to do it twice, using the Black Marlin, because there are two drilling rigs. And what is especially new for us is what we call the “floating float-over” aspect of this project: We’re doing this float-over without a fixed structure. Instead, we have a floating structure that we need to anchor down and ballast down to keep it in place while we perform the floatover. In addition, the original location of the floating float-over was in Murmansk, Northern Russia, in subarctic conditions. However, the development of the Shtokman Gas Field has been postponed for two to three years. So now the floating float-overs will take place in Korea, Page 42 DOCKWISER
close to the Samsung Yard, since the rigs are now needed around Sakhalin. Unique Challenges Require New Approach This project’s recent change of venue has created a series of unique logistical challenges that we are navigating successfully as well. The recent change in location from Murmansk to Korea means that we have a very short amount of time (three months to be exact) to do work that previously took 17 months to accomplish. This means needing a different approach. We need to be very flexible. And the equipment (tugs, anchoring equipment, etc.) we had planned to have available in Murmansk now has to be available 17,000 miles away in Korea. These logistical challenges create a unique opportunity to showcase our Transport & Installation expertise, without compromising our commitment to our core values. We won’t allow recent venue changes to compromise our commitment to quality, health, safety, and environmental regulations. Our goal is to get it done, in the right way, using the best means possible.
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security MASTHEAD Dockwiser is a publication of Dockwise, contact: communication@dockwise.com, www.dockwise.com, +31 (0)76-5484100 Main editing: Melanie Struben & Marco van der Hijden Art Direction/Realization: The Key Agency Contributors: Kate Mackenzie, Financial Times; Arnaud de Limelette, Exmar; Kellie Redcay, US Navy Photography: Onne van der Wal; Jonathan Wilson, Diamond Offshore; Artstudio23.com; iStockphoto Printed by: ControlMedia Worldwide offices The Netherlands, the United States, China, South Korea, Australia, Brazil, Singapore, Russia, Italy, Nigeria, Mexico, Malaysia and Bermuda.
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