Dockwiser Q4 2010

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No 8, 4th Quarter 2010

Lion City Leader of Rigs Pack

New Super SECURITY Vessel Offers AT sea Tons of possibility 6 | US$ 4,95 | www.dockwise.com

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QUEST FOR SUCCEsS IN SINGAPORE 20

Logistical Management Solutions: The Trustee is shown with a series of modules for the Koniambo Project, a large nickel mining plant being built in New Caledonia in the South Pacific. The modules were constructed in Qingdao, China and transported to the new plant site near Vavouto, New Caledonia via consecutive voyages. After the delivery of all 15 modules to the Koniambo Nickel site, they were assembled to form one huge nickel processing plant. For more information on the Koniambo Project, please see page 32.

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DOCKSHOT!

DOCKWISER Page 3

CONTENTS DOCKWISER Number 8 Fourth Quarter 2010

Security at Work

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www.dockwise.com

Ship’s Log:

5 From the CEO

An inside look at life onboard the Treasure

6 New Super Vessel 8 DockNews 32 On a Roll With Koniambo 36 Friction Fender SysteM 40 ODL Helps Move Malikai Forward

PEOPLE 11 Wim Harlaar 17 Evelyn Huang 31 Wendy Thyssen 39 Arturs Romanovskis

SECURITY

18 Lion City is Leader of Rigs Pack

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12 Security at Sea 14 On the Move With Vyborg 18 Ship’s Log

SOUTHEAST ASIA 20 Lion City is Leader of Rigs Pack 26 How the Lion City Got its Name 27 Offshore Work Flowing Throughout Southeast Asia 29 Quest for Success in Singapore

Friction Fender System 42 Captain’s Log 43 Next Issue

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Expands Installation Season

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FROM THE CEO Charting a Course for Success:

Riding the Wave of New Business Developments Dear Readers, The mood in our industry recently is often described as one of cautious optimism. In the wake of a difficult economic market recovery, and the aftermath of the Macondo oil spill in the Gulf of Mexico, we continue to navigate through an extremely competitive market that offers tough competition and increased volume, as well as more opportunities.

Our world still needs oil, as well as equipment to find and produce it. And Southeast Asia is working hard to fulfill the need. The lion’s share of drilling equipment is being built in Southeast Asia, with Singapore leading the jack-up rigs market. However, the yards in China are becoming serious contenders, offering tough competition that neither Korea nor Singapore can afford to ignore.

As the economic recovery continues throughout Europe and the United States, trade between the West and East will continue its gradual improvement. A new wave of business development can be seen on the horizon, and we are positioning ourselves to sail full steam ahead towards these new market opportunities. Current trends for upcoming projects in the Oil & Gas industry indicate that there is a need for a new, larger vessel that can handle deeper waters, harsher environments, and heavier cargoes. Dockwise is proud to announce that we are building a unique, one-of-a-kind super vessel, with a deck size of 275 x 70 meters, a revolutionary bowless design and a carrying capacity of more than 100,000 metric tons. As the leader in the Heavy Marine Transport industry, we are proud to provide a solution that will meet the needs of our clients, oil industries, engineers, and fabrication yards all over the world for decades to come.

Business forecasts also indicate that with increased levels of trade returning back to pre-economic crisis levels, ports will be more active during the next couple of years. This increased port activity will have an impact on our Port & Marine industry segment. As a result, we can expect more utilization of our vessels within this market. At the same time, a stronger economy, combined with the need for oil companies to replenish their reserves, means that we’ll likely see drilling in 2011 and beyond increase as well.

In addition, drilling that has been done in the last six or seven years has resulted in many discoveries. These discoveries need to be developed and produced, which creates a new generation of production platforms in both shallow and deep water.

We’ve selected security as the theme for this edition of our Dockwiser because as trade and transport between the East and West continues to grow, we must face the reality of increased security through high-risk piracy areas that include the Gulf of Aden and the Somali Basin. While it’s impossible to prevent piracy completely, Dockwise never hesitates to make the investments necessary to provide our vessels and crew with the skills, training, and equipment necessary to minimize their risk as much as possible. We also work closely with our clients and international organizations to assess and address potential security issues for each voyage. We do not believe in arms onboard our vessels. However, we do believe in investing in effective and proactive anti-piracy protection measures, which we are currently piloting on one of our vessels.

Overall, as Dockwise charts a course for continued growth and success, the business forecast is quite encouraging.

Our ambition hasn’t changed: We still want to be a much bigger company. And the opportunities in the markets are there for us to achieve our goal.

Sincerely, André Goedée Chief Executive Officer DOCKWISER Page 5

GOING Where Has Gone

Where No One one Before

Realizing the inconceivable

Length overall: 2 75.00 M Deck Width: 70.00 M Water above the deck: 16.00 M Deadweight: 100,000 Metric Tons

INTRODUCING our NEW SUPER VESSEL 100,000 Metric Tons of Possibility

The company that operates the world’s largest fleet now has the most unique vessel. It’s innovative, one-of-a-kind, unique design means it’s not only bigger:

It’s Safer Integrated units can be built in one single location, allowing safer building sequences.

It’s Flexible Design capacity is based on future large Floating Production units, new built FPSOs and 6th generation semi-submersible drilling rigs.

It’s Cost Efficient Eliminates offshore integration, hook-up, and commissioning.

It’s also fast, and environmentally friendly: The transportation vessel is also the installation vessel, minimizing and improving offshore rendezvous interfaces.

It’s Better.

www.dockwise.com

DOCKNEWS

Follow us on twitter @Dockwise

Celebrating in China: Official Opening of

New

Shanghai Office

From Left to Right: Eric Verwaal, André Goedée, Zhang Shouguo, and Sheng Zeng are shown in the ribbon cutting ceremony.

Dockwise China recently merged their offices in Shanghai and Shenzhen into a new location.

And to kick off the grand opening of their new offices, Dockwise hosted a cocktail party celebration, which was held on the 53rd floor of the Grand Hyatt. Approximately 35 guests, including key clients and business partners enjoyed an evening of networking, live music, hors d’oeuvres, as well as

a beautiful view of the Pudong River and the Shanghai skyline.

The official opening of the new offices was held the following day at the new office location, and included an official ribbon cutting ceremony. Distinguished guests included the former Deputy Director of Waterborne Department, Ministry of Communication, People’s Republic of China, Mr. Zhang

Shouguo, and the Dutch Consulate’s General Consul, Mr. Eric Verwaal.

The day’s festivities included a tour of the new offices, a champagne toast, and a sumptuous buffet. During the day’s activities, designed to provide guests with more information about Dockwise, welcome speeches were provided by the day’s distinguished guests, as well as Sheng Zeng, the General Manager of Dockwise China and Dockwise CEO André Goedée.

The new address for Dockwise China is: 42F, SOHO The Exchange, 299 Tong Ren Road JengAn, Shanghai, P.R.China, 200040 dockwise.china@dockwise.com

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André Goedée and Sheng Zeng celebrate the official opening of the new Shanghai office.

New Offices and a Great Turnout at

the 2010 Rio Oil & Gas Expo and Conference Dockwise was an exhibitor at the Rio Oil & Gas Expo and Conference, which was held September 13-16 in Rio de Janeiro, Brazil. The Rio Oil & Gas Expo is the largest petroleum and gas event in Latin America. It’s estimated that approximately 56,000 conference participants from 51 different companies perused more than 1,700 exhibits and attended 740 technical presentations.

Our new booth design caught the eye of many attendees this year.

“In our second year of participation at the show, we secured an excellent booth location in the central (Petrobras) pavilion, which increased attendee traffic and brand recognition,” says Amanda Brown, Dockwise Marketing and Communication, Houston. “A welcome reception was held at the booth for invited guests. Drinks and appetizers were served while clients mingled and

viewed our completed Brazil movie, featuring our recent accomplishments and our exceptional services.”

The timing of the conference was a great opportunity to also announce our new office location in Rio de Janeiro. “We are receiving positive feedback from clients,” said Marten Dresen, Business Development Manager, Brazil. “The time and effort in Brazil is being recognized by our clients and is successfully positioning Dockwise for future business in Latin America.”

The new office address for Dockwise Brazil is: Rua da Assembleia 10 sala 1416 Cep 20011-000 Rio de Janeiro - RJ - Brazil dockwise.brazil@dockwise.com

Participants enjoyed the Dockwise welcome reception at the recent 2010 Rio Oil & Gas Expo and Conference.

Dockwise Brazil has a new office location.

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Follow us on twitter @Dockwise

A Dockwise Yacht Transport vessel arrives in Fort Lauderdale

Triple Play for

Dockwise Yacht Transport When a Dockwise Yacht Transport vessel arrives in port, people’s heads turn, especially when what looks like a floating marina submerges to unload its cargo of yachts. Recently, not one but three Dockwise vessels, at full capacity, arrived in Port Everglades in Ft. Lauderdale, Florida, after crossing the Atlantic Ocean with more than $407 million in private, charter, and dealer-owned vessels aboard.

One of the yachts onboard was

the 143’ Bennetti Idyllwild. “It is one thing to stay in a five-star hotel when you go somewhere, but to stay on a superb super yacht is another,” said Idyllwild’s Captain Andre Buhagiar. “Every day you do a little bit by boat and you make your way through the islands. Last year, our guests took jet skis and started from south of the Exumas and made their way up to Nassau while we followed.” Buhagiar added that going on Dockwise allowed

See You in Singapore Visit Dockwise at The 18th International Oil & Gas Industry Exhibition & Conference will be held November 30 – December 3, 2010 in Singapore. This year’s conference, “Energize Asia’s Oil and Gas Industry,” is the largest oil and gas exhibition and conference in the Asia Pacific region, and is expected to attract more than 22,000 attendees from more than 60 countries and regions. According to OSEA 2010 organizers, this year’s event will be the largest in their 18-year history, and will feature 1,500 international exhibitors. Be sure to stop by and visit Dockwise at Booth Number 4T4-01.

OSEA 2010 will also feature Page 14 DOCKWISER

the Idyllwild to cross the ocean in October, when normally a yacht crossing on its own bottom would wait until later in the season to lessen the chance of encountering dangerous weather.

“Many things went into our decision to use Dockwise,” said Buhagiar, emphasizing that allowing the crew “a holiday” was also a benefit.

For more information, visit www.yacht-transport.com

OSEA 2010

11 international group pavilions from Australia, China, Denmark, Finland, Italy, The Netherlands, Norway, Singapore, The United Kingdom, and The United States.

The OSEA 2010 International Conference will be held concurrently with the exhibition and will feature an array of topics and panel discussions from the areas of exploration to production, and gas technology and recovery.

According to conference organizers, planned speakers include representatives from the Abu Dhabi Marine Operating Company (ADMA-OPCO), Ebara, ExxonMobil, GL Global Denton, J. Ray McDermott, Kuwait Foreign

Petroleum Exploration Company (KUFPEC) and more. To learn more about the future in the fabrication market throughout Southeast Asia, be sure to check out our Southeast Asia Feature on page 20

SECURITY

Creating a Secure IT World

“ For me, security is more than just a part of my job description - It’s a mindset. It’s part of who I am, and it’s an important aspect of my work all day, every day.”

Wim Harlaar

IT System Administrator Wim Harlaar has worked in the IT world for 10 years and has more than five years’ experience as a system administrator. Being a system administrator in a virtual world means his reality is filled with the unexpected. He never knows what each day will bring, and that’s just the way he likes it.

threats from hackers and viruses. Technology is always changing – and it’s important that we stay on top of the latest innovations. Security is also an important mindset for our employees – it’s important that everyone thinks about how they are using technology – in order to minimize the possibility of theft or the threat of a virus attack.

“For me, security is more than just a part of my job description – It’s a mindset. It’s part of who I am, and it’s an important aspect of my work all day, every day. Creating a secure IT environment means storing, securing, and backing-up data and information on a regular basis. It also means being on the forefront of new technology, software, and innovative solutions for protecting our virtual world from the reality of

My job is really to be a problem solver. For me, each day is different and that’s what makes this the perfect job. I enjoy the variety and challenges each day brings. We are a 24-hour global company with a global workforce, which means our IT Department is also available 24 hours a day, seven days a week. But that’s another aspect of my job that I really enjoy: Being there to help someone when they really need it.”

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Security at Sea:

A Client’s Perspective

The Mighty Servant I is shown arriving in Norway with 22.000 metric tons of YME topsides and barges.

The risk of piracy has become an everyday reality. For each project, the Dockwise Security Council assesses, addresses, and implements measures that will reduce the potential risk for a piracy attack. SBM Offshore, an international supplier to the offshore Oil and Gas industry, awarded Dockwise the contract for the recent transport of the YME topside and barges.

Worldwide, SBM activities include the engineering, supply, and offshore installation of most types of offshore terminals or related equipment. In addition, SBM Offshore owns and operates its own fleet of Floating (Production) Storage and Offloading units.

Sebastien Mille, Deputy Project Manager with SBM Offshore, offers his perspective on the importance of security.

Q

Tell us a little about the project and transport Dockwise recently completed for SBM. SBM contracted with Dockwise for the transport of the YME topsides and barges from Abu Dhabi, UAE to Stavanger, Norway this summer. The topsides and barges, weighing more than 22.000 metric tons, were floated Page 16 DOCKWISER

onto the Mighty Servant I. Security of the transport was discussed with Dockwise for more than a year to ensure that all measures were in place to avoid any attack in the Gulf of Aden.

Q

Why did you select Dockwise for this project/transport through a high-risk area?

I would say that the transport through a highrisk area has not really been a criteria to select the transportation contractor. SBM has a long experience with Dockwise over the past years.

In 2008, Dockwise transported the storage tank of the YME platform. Next year, Dockwise will transport the Deep Panuke platform (same type of Mobile Production Unit) from Abu Dhabi to Canada. However, the fact that none of the Dockwise transportation vessels with SBM cargo

SECURITY AT SEA

Q

Sebastien Mille Deputy Project Manager

has faced any attack in this region is obviously part of the process to award our transport contract to Dockwise.

Q

hat did you think about the security W measures Dockwise provided for your project?

The first thing SBM noticed as a client is the relationship between Dockwise and the various authorities in charge of transit in this area.

Dockwise is obviously regularly in contact with these organizations, and from our point of view, this process seemed quite smooth.

There are also practical measures taken onboard the vessel, such as barricading any access to the bridge, and the boarding of an unarmed security team before the Gulf of Aden transit.

How did our Dockwise security efforts make a difference with your project/transport?

Because of Dockwise efforts, it was possible to pass through the Gulf of Aden with a convoy escort by the Chinese navy. This is a giant step in security and the best way to reduce the risk of piracy, although it is difficult to predict until a few days prior to passage.

Q

ould you W consider utilizing Dockwise again?

Obviously, but not only for their ability to properly manage the transport in this dangerous area, but also for their expertise in project management and operations.

Dockwise is committed to investing in the necessary equipment, training, and resources necessary to protect our crews, vessels, and cargo. While it’s impossible to eliminate the risk of piracy completely, Dockwise maintains its commitment to providing a proactive approach to security.

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On the Move

With Vyborg Panoramic view of the 15,000 metric ton hull (on the left) and the 19,000 metric ton topside onboard the Black Marlin in Korea.

After nearly two years of engineering, procurement, and project preparations, Dockwise recently completed the second of two float-overs for the Vyborg Project in Korea. Big in scope as well as size, the Vyborg Project involved moving two 15,000 metric ton semi-submersible hulls and two topsides that weigh approximately 19,000 metric tons each. But that’s not all: This unique project also involved two transits through the Gulf of Aden, the completion of two innovative “floating float-overs,” and the opportunity to pilot new piracy prevention equipment.

“Innovation is a term we use at Dockwise to define what we do,” says John van der Woning, Project Manager. “The sheer size and scope of this project created an excellent opportunity to showcase our expertise in float-over installations, as well as our engineering know-how, and commitment to proactive security measures.”

The Vyborg equipment was constructed in locations more than 27,000 km apart

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and in May, the Black Marlin was used to successfully load the first of two topsides for transport to the float-over location in Korea, where it was joined with a hull that was transported from Vyborg, Russia by the Talisman.

Dockwise’s scope for this project included designing and installing the pre-laid anchor spread, hooking the hull to the spread, and ballasting the hull to its mating draft. This

SECURITY AT SEA

Inside the Vyborg Control Room

phase of the project involved the use of five tugs, two anchor handlers, one workboat, two anchor barges, one test barge, a crane barge, three launch boats, and standby vessels.

Innovative Feature: Floating Float-Over An especially innovative feature is the “floating float-over” aspect of this project: The two float-overs were completed without a fixed structure. Instead, a floating structure was anchored and ballasted down to keep it in place while Dockwise performed the float-over operation.

After the Black Marlin docked into the hull, which was ballasted down to 27 meters draft, ballasting operations were underway in order to lock the Leg Mating Units and align the hull columns and the topside. In August, the second phase of the project began, with the transport of the second

hull onboard the Treasure. Upon its arrival, the hull was immediately prepared for hook up to the anchor spread, which was left in place during the first operation. During this same period, the second topside was skidded onboard of the Black Marlin, which received minor modifications. The second float-over was completed earlier this month.

While this was a 24-hour-a-day-operation from a project perspective, it also involved considerable security planning as well, as this project involved transit through the Gulf of Aden, one of the world’s busiest shipping lanes that is also known for the increase in piracy activity in this area.

Proactive Approach to Piracy Prevention “While this project created an excellent opportunity to show what we can achieve in the Transport & Installation industry, it also highlights our ongoing commitment to

DOCKWISER Page 19

Artist Impression of P-Trap installed on Dockwise vessel.

investing in what it takes to protect our crew, vessel, and cargo,” says Marco Schut, Vice President of Operations. “The second transit of the Treasure through the Gulf of Aden provided the perfect opportunity to pilot a new anti-piracy piece of equipment.”

A new piracy prevention technology called the P-Trap, developed by Westmark BV, claims to stop pirate skiffs dead in the water.

It is a non-lethal defense product designed as one of many proactive tools vessels can utilize to prevent piracy attacks.

Dockwise engineers worked closely with Westmark representatives to customize and install the P-Trap system onboard the Treasure, which uses a boom and ropes to prevent small boats and skiffs from getting too close to a

LoadOut of the Vyborg Hull at the Samsung Yard in Korea.

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vessel by jamming their propellers. “We welcome the opportunity to invest in innovative solutions that reduce the risk of piracy at sea,” says Schut. Westmark Managing Director Lodewijk Westerbeek van Eerten, creator of the P-Trap, says his product can make a substantial difference in combating piracy and armed robbery at sea.

“The P-Trap stops pirates from taking control of a ship by making sure they can’t get close enough to board. If they do come too close, the P-Trap functions to stall their engines.”

The P-Trap prototype was tested in February by the Netherlands Coast Guard, The Royal Dutch Navy, and the Royal Netherlands Sea Rescue Institution. Four simulated pirate attacks at varying speeds put the product to the test with promising results—in all cases the “pirates” were unable to come within five meters of the vessel.

➔

“ Check out the Ship’s Log on the Vyborg Voyage on page 18”

SECURITY

Security in Finance

“ Security and finance - you can’t have one without the other successfully. As a publicly listed company, it’s imperative that we conduct all of our business transactions in a transparent manner, with the necessary safeguards to ensure the security of both our financial information and physical assets.”

Evelyn Huang

Director of Finance, Asia Pacific Region Evelyn Huang has more than 15 years’ experience in the finance industry in both Canada and the United States. However, her roots are in Asia and she’s delighted to be able to combine her expertise and her multi-cultural background into her job.

“I’m responsible for everything finance related for the Asia Pacific region, which includes our offices in China, Korea, Singapore, Malaysia, and Australia. In my role, security is anchored in every aspect of my work. Security and finance – you can’t have one without the other successfully. As a publicly listed company, it’s imperative that we conduct all of our business transactions in a transparent manner, with the necessary safeguards to ensure the security of both our financial information and physical assets.

We have merged our offices here in China and our new office is on the 42nd floor, so physical security is an important aspect of work here.

Before we could move into our new space here in Shanghai, we had to ensure that we had the processes and equipment in place to address such security issues as how we control access to our offices, and what kind of monitors and closed circuit equipment were required. While physical security, including the protection of work space and equipments is important, the security and protection of our people is a top priority.

What I love most about my job is the variety of things I get to do and the region that my job covers. I really approach my work from a global perspective and interact with different people from different cultures every day.”

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Preparing for

the Vyborg

Captain Volodymyr gives an inside look at preparations and life onboard the Treasure, as it prepared for the second phase of the recent Vyborg Project, which involved the transport of a 15,000 metric ton semi-submersible hull through the Gulf of Aden.

planning the transit through the Gulf of Aden, and verification of the ship’s anti-piracy equipment, documents, and recommendations, including the anti-piracy contingency plan.

In addition, Dockwise engineers are working closely with Westmark to customize the installation of the P-Trap anti-piracy device onboard the Treasure.

August 28: The vessel arrives in Vyborg, Russia.

August 20: Vessel receives sailing instructions regarding the next voyage from Vyborg, Russia to Koje, South Korea. The crew rejoice. For seamen, it is always good when the vessel is on the move.

August 21: The vessel is moored at Rotterdam and security preparations with Dockwise are underway. These include

August 31: The cargo has been loaded and the vessel departs towards its port destination: Koje, South Korea. As soon as the vessel is at sea, anti-piracy security measures, including hardening of the vessel resume. Ship’s staff complete installation of the P-Trap system, which began in Rotterdam. During the bunkering at Falmouth, the first trials of the P-Trap are carried out, which show that

Ship’s Log

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SECURITY AT SEA

Voyage some modifications are needed. As always, communications with Dockwise regarding security continues.

September 6: As part of our security measures, we receive notice that a security team will embark the vessel at Port Suez.

September 13: Vessel is advised that a Japanese convoy will provide an escort through the Gulf of Aden. Work and installation of the P-Trap device continue.

September 16: Vessel arrives at port for Suez Canal transit.

September 17: Vessel has passed the canal and voyage plan is adjusted to meet with Japanese Naval Convoy. The last P-Trap installation work is completed.

Captain Kotlyar Volodymyr Master of the Treasure

After the successful transit through the high-risk area, the Treasure continued its journey to the float-over destination, which was successfully completed earlier this month.

September 19: Our security team embarked early this morning. At 14:10, the vessel began its journey towards the Gulf of Aden. As soon as the vessel was underway, the crew began the final P-Trap trials, which were successful.

During the installation of the P-Trap system, the crew works in close contact and consultation with Dockwise engineers, who have customized the equipment.

September 20: The ship's crew and security team initiated hardening of the vessel against any potential piracy attacks. The crew and security team collaborated with each other closely throughout this important work. We receive the final cautionary notice regarding transit through the high risk piracy area in the Gulf of Aden. Morale onboard is good, and the crew works hard to complete our security measures, while also remaining focused on everyday life as usual.

September 22: Confirmation regarding Japanese convoy was received. Throughout the day, hardening of the vessel, including deployment of P-Trap was completed. A security anti-piracy drill was conducted. Crew’s morale remains stable. Vessel is ready in all respects for the Gulf of Aden transit. At 20:00 UTC, security level of vessel is raised to Level 3. Transit through the Gulf of Aden begins.

The Vyborg hull shown onboard the T-Class vessel during the deballasting phase.

DOCKWISER Page 23

SOUTHEAST ASIA FEATURE

Lion City is Leader of Rigs Pack The blowout and the ensuing oil spill from BP’s Macondo field in the Gulf of Mexico have sent a chill down the spines of many an offshore fabricator, as deep-water plans are being put on ice and uncertainty looms. Nevertheless, the overall mood among offshore fabrication yards around the world is one of cautious optimism. Upstream Features Editor Amanda Battersby provides an in-depth look at the rising fortunes in the fabrication market throughout Singapore and other areas of Southeast Asia.

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Quest for Success in Singapore

DOCKWISER Page 25

Quest for Success in Singapore

The Singapore Skyline

Macondo Fallout and Economic Downturn Fail to Dampen Demand The light at the end of the tunnel that many offshore fabrication contractors saw earlier this year after the global recession might have dimmed following BP’s Macondo blowout in the Gulf of Mexico, but demand is still forecast to be strong in several regions. There are major offshore projects progressing in Southeast Asia: Large floating production, storage, and offloading vessels will be required for Chevron’s Kutei basin gas fields’ development off Indonesia, and a tensionleg platform for the Shell-operated Malikai project off Malaysia. (For an update on the Malikai Project, please see page 40.)

There is no doubt though that the Macondo oil spill and environmental catastrophe will have far-reaching implications for the global offshore sector, particularly for deep-water projects.

The incident is also expected to have ramifications outside of the US, some with

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host governments considering changes to safety and environmental legislation for deep-water upstream operations.

Costs on projects could increase because of such legislation and delays could add further to the capex of deep-water projects that already have more stringent requirements, such as the need for non-corrosive materials and corrosion-resistant alloys.

The Future Looks Bright for the Lion City: Singapore is Thriving One of the strengths of Chinese and Indian fabrication yards is that there is no shortage of skilled manpower, due to their billion-plus populations. Singapore’s yards, by contrast, are largely filled by foreign workers, mainly from the Indian subcontinent, except for white collar positions.

The wages paid by the likes of Keppel and SembCorp Marine are significantly higher than those offered by competitors

across the Johor Strait in Malaysia, and this sees many commuting daily across the causeway, resulting in a potential shortage of welders and engineering staff in Malaysia’s own yards. One industry source says that 70% of Malaysia’s welders commute daily by motorbike across the causeway to work in Singapore’s yards.

Even with the project delays expected in the wake of Macondo, the future is bright and new yards are setting up and existing ones are expanding. Singapore has built up a thriving offshore fabrication industry, which is no mean feat, given the Lion City has no indigenous oil or gas projects and a population that mostly does not want to work at such facilities. The city state has developed its shipbuilding expertise into an industry that also targets jack-up rigs, platform jackets and topsides, modules for floating production, storage, and offloading vessels, and FPSO and floating storage and offloading vessel conversions.

DOCKWISER Page 27

Singapore has built a thriving offshore fabrication industry, even though there are no indigenous oil or gas projects in the area.

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Quest for Success in Singapore Keppel and SembCorp: Singaporean HeavyWeights Keppel FELS (KFELS), a unit of Keppel Offshore & Marine, is the world’s top builder of jack-up rigs, many using its proprietary designs, but the contractor has its sights on more semi-sub jobs in the future to step up competition with South Korean yards.

Sentosa harbor skyline, Singapore

Keppel FELS has designed several semi-subs, including the dynamically positioned DSS 38, which is suitable for exploration and development drilling and well work overs, and the SSAU 3600, a support accommodation unit designed for year-round operations in deep-water regions, such as the Gulf of Mexico, West Africa, Brazil, and southeast Asia. One of Keppel’s latest jobs is the converted Peregrino FPSO for repeat customer Maersk of Denmark, for which it has also built the semi-sub Maersk Explorer - a rig jointly designed with Marine Structure Consultants.

Singapore’s offshore fabrication scene is dominated by KFELS and SembCorp, with their various yards and subsidiaries giving the rest of the world a run for their money when it comes to building jack-ups, semi-submersible rigs, platforms and modules, and performing floater conversions.

SembCorp also has an enviable track record in the conversion of liquid petroleum gas FPSOs and FSOs, in the fabrication of turrets for FPSO conversion projects, turnkey EPIC offshore conversion solutions for floaters, and in the newbuilding and conversion of dynamically positioned heavy-lift and pipelay vessels.

One noteworthy achievement for its Sembawang Shipyard unit was the world’s first FPSO conversion from a new hull, with its delivery of the 223,000 deadweight-tonne Northern

Endeavour for Australian operator Woodside Petroleum. Another subsidiary, Jurong Shipyard, which has nearly 50 years’ experience, offers turn-key solutions in rig building for both deep drilling and harsh environment jack-ups and semi-subs.

SembCorp Breaks Ground on New Facility Last summer, subsidiary SembCorp Marine broke ground on its new integrated facility at Tuas View Extension, which the contractor claims will be Singapore’s first such facility.

The new yard is designed to maximize operational synergy, production efficiency and critical mass with optimized docking and berthing facilities, an improved dock and quay ratio and a centralized layout.

When completed, the two squarekilometer purpose-built yard will increase the contractor’s total dock capacity by 62% to 3 million dwt.

The new yard’s integrated facilities and utilities, together with state-of-the-art production technology, will ensure lower production costs, according to SembCorp. SembCorp Marine President Wong Weng Sun says, “We are optimistic about the long-term outlook of the marine and offshore industry. With the new yard, we will be well poised to respond to the anticipated growth in dock capacity demand and the increase in offshore oil and gas activities, spurred by the projected increase in seaborne and oil trades in Asia.”

In July 2010, Upstream published a special Focus edition on the status of offshore fabrication yards in the aftermath of the Macondo oil spill in the Gulf of Mexico. Excerpts from this special edition, written by Upstream Features Editor Amanda Battersby and Upstream Reporter Russell Searancke have been adopted and modified for publication with permission from Upstream. (www.upstreamonline.com)

DOCKWISER Page 29

How the Lion City Got Its Name Singapore is often referred to as the Lion City. In fact, a popular tourist attraction in Singapore is the Merlion fountain in Merlion Park. The merlion is a popular icon here and has the head of a lion and the body of a fish.

The statue’s fish body represents Singapore’s ancient name, “Temasek,” which means sea town. The lion’s head represents Singapore’s original name, “Singapura.” The word “singa” means lion and the word “pura” means city.

According to Singapore’s history, Prince Sang Nila Utama founded ancient Singapore and ruled the island from 1299 to 1347.

According to legend, he gave Singapore its nickname “Singapura,” while hunting wild game on the island. However, lions have never lived on the island. In fact, the animal that the prince saw was most likely a tiger.

Despite this reality, the nickname continues, and the Merlion continues to reign as Singapore’s mascot. Perhaps “Tiger Town” just never caught on as a nickname.

Welcome to the Lion City

Facts About Singapore

Geography Singapore is a small island with more than 60 surrounding islets, located in Southeastern Asia. It has a land area of 647.5 square kilometers. It is linked to Malaysia by two causeway bridges, while Indonesia is just a quick ferry trip away.

Thailand and the Philipines are a short plane ride away.

Population 4.6 million

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Sources www.worldroom.com, cnngo.com and Wikipedia.org

Quest for Success in Singapore

Offshore Work Flowing Throughout Southeast Asia Vietnam’s Power Players:

PTSC and Vietsovpetro Vietnam’s offshore construction industry is dominated by two fabrication yards: Petroleum Technical Services Corporation (PTSC) is the country’s topranked yard, with Vietsovpetro in second place. The two yards - both located at VungTau - have built every wellhead platform installed off Vietnam in recent years.

PTSC is a subsidiary of national oil company PetroVietnam, while

Vietsovpetro is the joint venture company majority owned by PetroVietnam. The state-owned oil company’s eagerness to develop its services industry means PTSC and Vietsovpetro are beneficiaries.

Vietnam’s offshore industry has boomed in recent years, with many small and medium-sized developments well-suited to the capabilities of PTSC and Vietsovpetro.

Thailand Expanding Solid Base

Thailand has a thriving offshore fabrication industry with the yard there targeting both domestic and foreign projects.

Fabrication yard CUEL would like to win more subsea work, following on its contract on Reliance Industries’ D6 project off India’s east coast, but the company does not see many current opportunities as its clients are currently focusing on shallow-water developments.

“Our main focus, first and foremost, is the Gulf of Thailand and we want to maintain our market share,” says CUEL’s Kiatichai Tadawachira.

“We are also looking forward to expand more in Asia Pacific and we want to pursue India.”

CUEL’s main rivals in the Malaysia-Thailand joint development area are Malaysian yards and, in the domestic

sector, it is Thai Nippon Steel (TNS), the local division of the Japanese contractor.TNS and CUEL are set to fiercely contest what will be Thailand’s largest offshore job, which is to be offered this year. National upstream company PTTEP is expected to soon come into the market for a major platforms contract – perhaps more than 20 – for its upcoming offshore field developments.

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Batam Key Offshore Hub in Indonesia Indonesia’s offshore fabrication industry is centered on Batam Island, close to Singapore, which has attracted many foreign companies to set up shop there given its relatively cheap labor forces plus the ability to bid for jobs in Indonesia.

The nation’s oil and gas contract tenders, overseen by upstream regulator BMPigas, often stipulate that only Indonesian companies or a joint venture with an Indonesian outfit can bid for a job. Establishing a limited liability local subsidiary is one way to meet this requirement.

International companies that have fabrication facilities on Batam include J Ray McDermott of the US, Japan’s Nippon, SMOE of Singapore and Dubai’s DryDocksWorld (DDW), which has three yards there – Graha, Pertama and Nanidah – plus one in Singapore.

J Ray McDermott has invested heavily in its Batam Island facility, which has been significantly upgraded and expanded to target work in the Asia Pacific region, including large float-over decks and larger modules and sub-structures.

“This year has been the busiest for Asia Pacific activity,” says Scott Cummins, J Ray McDermott Asia Pacific Vice President and Area General Manager, adding that the yard will have spare capacity from next spring. “The good news is that the (level of ) bidding activity in Asia Pacific is very high. We are looking at the future with optimism,” he adds.

One of McDermott’s future expansion strategies is to become a major provider and Epic contractor of floating production, storage, and offloading vessels.

MMHE is Big Hitter in Malaysia Malaysia’s offshore fabrication scene is dominated by Malaysia Marine & Heavy Engineering (MMHE), currently a wholly-owned subsidiary of Petronas company MISC. One of MMHE’s major current projects is the semi-submersible production facility for the Shell-operated deep-water Gumusut-Kakap development off Sabah, East Malaysia. The semisub will be owned and operated by MISC and leased to the Gumusut-Kakap partners.

MMHE’s completed jobs include jackets, integrated decks, living quarters and production and process modules.

The yard at Pasir Gudang in Johor also converts vessels to floating production, storage and offloading vessels and builds turrets for floating production systems.

Articles written by Russell Searancke and Amanda Battersby, Upstream Page 32 DOCKWISER

Quest for Success in Singapore

Investing in Client Relationships In August of 2009, Dockwise opened a regional office in Singapore designed to strengthen our local presence in the Lion City. Now, just over a year later, Jan Wolter Oosterhuis, Area Manager for Southeast Asia, talks about our quest for success in Singapore: “Things in Singapore are going very well for Dockwise. In fact, we’re already looking to expand our office space and increase our staff. What is the key to our success here? It all boils down to relationships: Our clients are relationship minded. They want a relationship based on trust with the person they are going to do business with. And being here, locally, and being able to travel across the region and meet with our customers, face-to-face, makes a lot of difference.

Being able to visit a yard like Keppel FELS regularly, and visit their representatives, get to know them, and allow them to get to know us, is a crucial part of our success strategy here. Last year we had five contracts with Keppel FELS – a big player and worldwide organization. That’s big-time business. When you take the time to invest in building a real relationship with your clients, you can really see the pay off.

Keppel FELS: Our Expertise is Showing

In fact, Keppel FELS recently selected Dockwise as the contractor of choice for the transport, loading, and discharge of a floatover barge that includes both living quarters and a topside.

Jan wolter oosterhuis AREA MANAGER SOUTHEAST ASIA DOCKWISER Page 33

Quest for Success in Singapore This combined cargo, weighing more than 10,000 metric tons, is scheduled for transport next fall aboard the Swan.

Why are the big companies like Keppel FELS choosing Dockwise? Because we have the biggest fleet and offer as such the most redundancy and flexibility in their schedule. But they also choose us because they value our expertise, our experience, our focus on client relationships, and our track record. They value the fact that we are on the ground locally, working to assist them throughout the project process.

The Gumusut Project: Biggest Loadout Ever

The Gumusut Project is another example of a very special and exciting project that showcases the importance of strong client relationships. Our client, Malaysia Marine and Heavy Engineering (MMHE) selected Dockwise as the contractor of choice for the transport of the Gumusut Kakap FPS aboard the Blue Marlin. This loadout will take place in early 2012.

This project is one that we have been working on for a very long time. And it is also extremely technically challenging because we have to build a special buoyancy tank to slide underneath the Gumusut hull (that weighs nearly 45,000 metric tons) in order to float it off safely.

It’s not only a very heavy load out, but by far the biggest skidded loadout we’ve ever done. And working with our client in the early phases of the project process, and being there to address these technical issues was invaluable to the success of this project.

We’ve had weekly meetings with our client for more than a year. And the fact that I could be there in person, every week made a huge difference. You can’t achieve this type of business relationship long distance by just doing everything via e-mail. In fact, conducting business by e-mail just isn’t a cultural norm in Malaysia.

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Test Press is Key to Float-Over Success

We’re also having a lot of success in the float-over market in this region and we’re looking to continue to strengthen our role in this area. The location of our Dockwise/ OKI Test Press in Batam, Indonesia is a smart move. Not only because OKI is working to develop bigger Leg Mating Units (LMUs) and Deck Support Units (DSUs), it’s also a great thing because the test press is built and operated in Southeast Asia - a region in which many float-overs occur. Over the next few years you will see a lot of float-overs in this region. By being able to offer LMUs and DSUs, but also to build and test it locally, that offers a distinct competitive advantage. I believe our ability to provide a full range of services in the Heavy Marine Transport (HMT), Transport & Installation, and Logistical Management market means that, together with our client focus, we bring added value to the competitive market in this region.

A Force to Be Reckoned With

Dockwise is a force to be reckoned with: We are being taken very seriously – not only by the competition, but also by the clients. People in the region really see us as an important name. Before we’d even officially opened our doors for business here in 2009, people were knocking and asking us for technical support and quotations. It’s important that people know our name – but also that they value the experience and expertise that comes with it.

We’ve got big ambitions – but also a solid plan in place to help us achieve our goals.

Singapore is a very important hub where a lot of business decisions are being made – and the Lion City plays an important role in helping Dockwise achieve our longterm ambitions. Building relationships and offering proactive project solutions go hand-in-hand. And that is the key to our continued success in this region.

SECURITY

Security in Corporate Risk Management

“ Security is one of the external factors influencing our risk portfolio. I see security as a proactive, preventive measure, which allows us to protect ourselves against danger, loss, and criminal activity.”

Wendy Thyssen

Corporate Risk Manager

“My job is to focus on the implementation of our risk management framework. I think risk management is fascinating, because it shows the fingerprint of your company. Risk management and security should be more than just policies on paper. It should be a mindset in each and every one of us all day, every day.

to monitor and control risks, but also to show people the advantages of having our risks under control and how we can do that in the most effective and efficient way. I am the enforcer of our risk management framework, but mostly, I try to be a motivator. Doing business means taking risks, but managing them properly makes it profitable. Of course, there are some types of risks we want to avoid regardless of the direct business impact. Security risks are part of this. Security is one of the external factors influencing our risk portfolio. I see security as a proactive, preventive measure, which allows us to protect ourselves against danger, loss, and criminal activity.

As a publicly listed company, we have obligations to fulfill. The business that we do requires both risk management and assurance. In my role of Corporate Risk Manager, my task is to see that we are handling and following our corporate risk procedures and processes. My job is not only

What makes Dockwise special is our people and the passion that everyone brings with them to the office every day. What I love most about my job is the ability to tap into this passion by talking to and motivating our global workforce.”

Wendy Thyssen has been with Dockwise since 2008. She has worked for industries ranging from fire prevention to nuclear magnetic resonance installations. Her previous employers include the Japanese company Mitsubishi and the American company Chevron.

DOCKWISER Page 35

On a Roll With Koniambo:

Delivering

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KONIAMBO

LOGISTICAL

MANAGEMENT Solutions There’s a lot of nickel in New Caledonia.

Koniambo Nickel SAS, in joint venture between Société Minière du Sud Pacifique (SMSP), and Xstrata Nickel are working to construct a metallurgical facility in the northern part of New Caledonia in the South Pacific.

Dockwise was selected as the contractor of choice for the transport and logistical management of 15 onshore modules for the Koniambo Nickel Project. The Koniambo plant will be one of the largest nickel producers in the world, and remains on track for the first ore to be processed in mid-2012, with production ramping up to an annual capacity of 60,000 metric tons of nickel in ferronickel within the following two years. Once complete, the project facilities will include a mine, process plant, power station, water supply facilities, a port, ore and coal storage stockpiles, slag and ash stockpiles, and overland ore conveyors.

Future expansion could take advantage of the large resource base, which has an estimated life of more than 50 years.

The modules for the process plant have been constructed in Qingdao, China.

After their completion, the single modules were transported to the new plant site near Vavouto New Caledonia, via multiple consecutive voyages on Dockwise T-Class vessels. The modules will then be further transported inland to the Koniambo Nickel site, where they will be stacked three high into two towers and joined into one huge nickel processing plant.

Engineering Ingenuity Dockwise’s skilled team of engineers provided the innovative solutions needed for a critical aspect of this project: Resolving the ballasting challenges of keeping a large vessel level with the quayside during the load out, in which the tall modules are rolled on by means of self-propelled modular transport (SPMT) at the yard in Qingdao, China, where a considerable tidal range exists.

“Well, you can imagine the challenge of keeping the decks of the vessels exactly level with the quayside when we are rolling 3,800 tons of cargo onboard in one operation,” says Frank Berrens, Project Manager.

Due to their size and interchangeability, the Dockwise T-Class vessels Trustee and Transporter were selected for the innovative load out of this project. Using the SPMT’s in combination with these vessels make this a fast, effective, and safe way of transporting large objects, according to Berrens.

JOINT EFFORT Dockwise’s scope of work included the additional challenge of providing the detailed engineering of grillages and sea fastenings to ensure the safe transport of each of the 15 modules. “This was not a small job and we managed to do this within the allotted time by setting up a joint effort between our engineers in Houston, Breda, and China,” says Berrens. “This passionate team of globally located engineers, working closely with our client, enabled us to deliver time and again the innovations and high standards of quality this project demanded.”

DOCKWISER Page 37

" Our engineering team’s passion, reliability, as well as a mutual respect for the knowledge of others and of different cultures enabled us to succeed with the Koniambo Project" Frank Berrens, Project Manager

“This project is a 24/7 experience and our chance to really showcase our engineering and logistical management expertise,” says Berrens.

“Our engineering team’s passion, reliability, as well as a mutual respect for the knowledge of others and of different cultures enabled us to succeed with the Koniambo Project.

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KONIAMBO

And with the success of this project, we can show the world that building ever larger industrial complexes at the far ends of the world can be very cost efficient – because Dockwise has the ability to deliver them where you need and when you need them.”

The Koniambo voyages began in August 2010 and were completed in late fall.

Frank Berrens joined Dockwise in 2006 as a Project Manager. He is a former officer and master in the merchant Navy, who has traveled the seven seas in just about everything that floats. “When I came to Dockwise, it felt great to be working on the edge of technology in the maritime world. As a project manager, there are always new challenges to overcome, and it’s your job to solve them effectively and safely.

That makes each day different and exciting.”

DOCKWISER Page 39

Friction Fender System

Expands Installation Season

A Friction Fender System utilizes friction forces to minimize or eliminate the relative motions between the vessel hull and the semi hull or fixed structure prior to conducting the deck load transfer operation. Key findings from a recent study completed by the Dockwise Group of companies show that a new Friction Fender System (FFS) has significant impact on dominant swell areas worldwide. Specifically, this new FFS is capable of significant reductions in relative motions for floating substructures, as well as the reduction in impact on fixed substructures.

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FFS

Introducing the Wellspring Jack Reliable and safe pneumatic cylinders are an essential part of the FFS. While conventional pneumatic cylinders can be utilized in the FFS, major concerns in using a conventional pneumatic cylinder as the cylinder in the FFS include: â– The ability to take a large lateral load, induced by the friction forces; â– The reliability of these seals for repeated uses and under tough offshore environments.

A better alternative is the Wellspring Jack, a pneumatic cylinder developed by Offshore Kinematics, Inc. (OKI), a member of the Dockwise Group. A Wellspring Jack is made of conventional marine shock cells. A marine shock cell generally consists of an inner and outer cylinder segment sealed by an elastomer annulus.

The length of the annulus is designed to absorb the impact energy of ships and other structures experienced during docking procedures. The cylinder deflects under loading to deform the elastomer annulus.

Swell Environments vs.

Non-Swell Environments The need for the development of a float-over installation method for floating structures arose as a result of local content requirements in Nigeria and other parts of West Africa.

These requirements may make it necessary to build Tension Leg Platforms (TLP) and semi hulls locally for integration with

overseas fabricated topsides through a deck-mating operation in West African swell environments. Current available float-over methods can be used when weather conditions permit (usually less than five months out of the year). Therefore, developing a more powerful method that works in more severe swell conditions was needed.

Non-swell environments, or wind-driven wave environments, typically refer to the offshore areas in Southeast Asia and in the Gulf of Mexico. Swell environments are the typical offshore environments in West Africa and in Australia. The swell environment has much longer wave periods and can induce much higher motions and, consequently, induce much higher interactive forces between the topside and the sub-structure and between topside and the vessel during the float-over operations.

To avoid the high forces, in current floatover methods, a hydraulic system, (such as the UNI Deck system) are used to allow quick engagement between the topside and the sub-structure (at the early stage of mating operation) and quick separation between the topside and the vessel (at the end of mating operation). However, previous projects have shown that the hydraulic system is not always reliable, and the construction and maintenance costs can be high.

A Better Alternative: Friction Fender Systems The basic function of the FFS in a deckmating installation is similar to a brake system inside a car, which is designed to stop it from moving. The FFS is activated with the engagement of two friction surfaces (each mounted at one floating body). The applied friction forces will directly cause the motion reductions of both floating bodies in surge and in heave directions. As a result, both relative displacements and relative

DOCKWISER Page 41

What is a Friction Fender System?

Each Friction Fender unit designed for the semi-deck mating operation consists of two parts. One part is at a vessel deck facing an inner surface of a semi column (or jacket leg) and another part is at the inner surface of a semi column (or jacket leg) facing the vessel side.

The part on the vessel deck is a pneumatic cylinder with a convex shape friction surface at the tip of its piston.

The part at the column inner surface is a block with a concave shape friction surface to face the machined convex friction surface at the piston tip. As the piston is extended, the two friction surfaces slide against each other to generate friction forces for the reductions of the relative motions both in heave and surge directions.

The part of the Friction Fender on the semi column is designed to be a buoyant structure for an easy recovery during post mating activities. A common air injection source, a compressor or a compressed accumulator, for these pneumatic cylinders is recommended because a simultaneous engagement / disengagement action of all cylinders are the essential part of the Friction Fender System. The smooth and easy engagements/ disengagements between these piston tips and these receptacles at the sliding surfaces also improve the safety of the operation.

➔

Application of a FFS for semi-submersible and jack installation

velocities between the two floating bodies will be reduced.

sliding surfaces could be easily controlled and adjusted.

As a result of this investigation, the study identified several key advantages to using the FFS in heavy swell environments.

These advantages include limited impact loading, due to the significantly reduced motions, continuous operations without instant contacts and separations, and total reversible operations during the installation.

In addition, the relative motions at the

However, for many, the most important key benefit of using a FSS is being able to expand the current installation season from its current five-month period to year round installation under West Africa swells. This benefit has perhaps the most significant and positive economic impact for companies doing installations in West Africa and other dominant swell environments.

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SECURITY Security at Sea

“Security onboard is a priority.

For me security is also an everyday reality - especially when traveling through a high-risk piracy area.”

Arturs Romanovskis

Ordinary Seaman (O.S.), the Black Marlin Arturs Romanovskis currently works onboard the Black Marlin and lives in Riga, Latvia, where he also studies at the Latvian Maritime Academy.

One of his favorite hobbies on both land and at sea is shooting and editing videos in his free time. (Check out his film on the Vyborg Project at www.dockwise.com.)

description. When traveling through a high-risk area, my responsibilities include keeping a watch for any suspected piracy activity and making vessel rounds. Security also plays an important role when in port and I’m on gangway watch. I’m responsible for who is allowed onboard and for filling in the gangway logbook.

“I’ve been working in my job position for two years. My main responsibilities onboard the Black Marlin are working on deck under the guidance of the bosun and keeping my gangway watch when in port.

Although security is always a concern, we receive the training and equipment we need to be proactive against piracy. I love my job. I love traveling and seeing different countries. I also love the loading, float-over, and mooring operations. I am always fascinated by the unique cargo we are loading and am extremely interested in the technical aspects of our heavy lift operations. In fact, I think the special kinds of cargo we transport make my job really unique.”

Security onboard is a priority. For me security is also an everyday reality – especially when traveling through a high-risk piracy area. At these times, extra vigilance is crucial. Security is an important part of my job

DOCKWISER Page 43

ODL Helps Move Malikai Forward Ocean Dynamics, LLC (ODL), a member of the Dockwise Group of companies, has completed hull, tension leg, and mooring parts 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.

In 2009, the Malaysian company MMCAMEC awarded the civil marine scope for Sabah Shell Petroleum Company’s Malikai Deepwater Project, offshore Malaysia, as a sub-contract to ODL, based in Houston, Texas.

Dr. Larry Chen, ODL’s Project Manager, has more than sixteen years’ engineering experience in multiple deepwater projects in the offshore industry. Dr. Chen explains ODL’s scope of work for this project: “MMC-AMEC subcontracted with ODL to perform the Malikai Tension Leg Platform (TLP) hull configuration, preliminary structural design, and analysis, including pre-service and in-service,” Chen said. “For the pre-service portion, it includes TLP load-out, float-off, transportation and installation, including the offshore hook-up of a 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 Malaysia, 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, semisubmersibles, MinDOC, FPSO (Floating

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MALIKAI

Production Storage and Offloading) units, and TLPs,” explains Jim Li, ODL President. “Also, ODL is capable of offering 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,” Li said.The installation of the floating Dry Tree Unit (DTU), which will be installed over the 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.

“ODL also proved its commitment to supporting our customers, by relocating our engineering team to Kuala Lumpur for the duration of the project,” says Li. “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%.

Malikai TLP Basic Design ■ Timeline

2009

■ Location Sabah,

East Malaysia Depth 565m ■ Operator Shell ■ Client MMC-AMEC ■ Water

Project Description Shell contracted MMC-AMEC for the engineering and design service on the Malikai TLP project which is located offshore Sabah in the northern portion of Block G at a water depth of 565 meters.

Key Details Sizing and Configuration.

■ Global Performance Analysis for TLP alone and TAD (Tender Assisted Drilling) ■ Model Test Support, ■ Preservice Engineering for TLP delivery study, ■ Tendon System Design, ■ TLP along and TAD Mooring System Design and Analysis, ■ Hull Scantling and global structure analysis, ■ Hull Marine System Design, ■ Riser system design and installation engineering.

■ Hull

DOCKWISER Page 45

CAPTAIN’s LOG I was born in Sevastopol and went to school there. Sevastopol is a city with a rich history of Russian Navy Glory. Many boys who live there dream about a career at sea. So did I. My father and older brother were officers in the Navy: My father was an engineer and my brother was an electrical engineer. But I decided to become a deck officer on a merchant navy fleet instead. After graduating from Nautical College in Leningrad (now St. Petersburg), I worked for a Latvian shipping company in Riga. I still live in Latvia with my wife and 13 year-old son.

I’ve been in the position of Master for 12 years.

Working as a Captain brings many challenges to life that you have to overcome, but that’s just part of the job. Challenges for me include transits through the Gulf of Aden – which I’ve done twice in the last year. Life at sea has changed as a result of piracy, which is now on the rise. This means that a vessel’s crew must now implement security measures that include living with steel bars on the portholes and razor wire around the vessel. Unfortunately, there is no simple solution to piracy, which means our families have to live in worry and uncertainty. For some crew members, this kind of pressure is too much, and they must ask for a sign-off.

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Captain Igor Potapov

47 years old joined Dockwise and Anglo-Eastern in 2007

For me, one of the most important challenges is the safety and security of my crew, vessel, and her cargo – these are the main responsibilities of the Master, so I deal with this reality every day onboard. I also enjoyed the challenge of being the Master onboard the Black Marlin for the Vyborg Project. That was an amazing experience.

Regardless of the destination, for me, the best moment in my job is the time when you return home after a long voyage. The amount of joy and happiness you feel when you meet with your family is priceless. But after a few weeks ashore, you start to feel that something is missing. And then the little boy from Sevastopol dreams of going to sea again.

“ Working as a Captain brings many challenges to life - but that’s just part of the job.”

Next Issue

PASSION

MASTHEAD The Dockwiser is a publication of the Dockwise Group. For more information, please contact communication@dockwise.com, www.dockwise.com, +31 (0)76-5484100 Editor and Writer: Renee Pellemans Art Direction/Realization: The Key Agency Contributors: Amanda Battersby & Russell Searancke, Upstream Photography: Onne van der Wal, SBM Offshore, iStockphoto, Billy Shears, oil-rigphotos.com, Arturs Romanovskis, Dewi van der Lans Photography editor: Danielle Biermans Printed by: Broese & Peereboom Worldwide offices The Netherlands, the United States, China, South Korea, Australia, Brazil, Singapore, Russia, Italy, Nigeria, Mexico, Malaysia, and Bermuda

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