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1 Exmar Offshore Company OPTI-EX Project Exmar OPTI-EX 6000 Semi-Submersible Hull Dry Ocean Transport Onboard HLV SWAN MD Ref: To: Attn: S S7 Exmar Offshore Company Katy Freeway, Suite 200 Houston, Texas Eldon Robison Matthews-Daniel Company t (713) houston@matdan.com 4544 Post Oak Place, Suite 160 f (713) Houston, Texas MD/CORP/AF/5201/02 US, 07/2006

2 Date: October 28, 2008 Exmar Offshore Company OPTI EX Project Exmar OPTI-EX 6000 Semi-Submersible Hull Dry Ocean Transport Onboard HLV SWAN MD Ref: S S7 A surveyor did, on October 13, 2008 and subsequent dates, attend during the loading of the Exmar OPTI-EX 6000 Semi-Submersible Hull onboard the HLV SWAN at Samsung Heavy Industries facility, Geoje, Korea. The purpose of the survey was to ascertain the suitability of loading and securing of subject cargo and further to ascertain the suitability of transport arrangements onboard the HLV SWAN from Samsung Heavy Industries facility, Geoje, Korea, to Kiewit Offshore Services facility, Ingleside, Texas, USA. This survey was assigned by Mr. Eldon Robison on behalf Exmar Offshore Company and for the account of Exmar Offshore Company. ATTENDING Tom Bare Hull Fabrication Site Manager Ed Nagel Vice President Scott Moore Lead Structural Designer Sybren Pieter de Jong Senior Superintendent Marco van der List Project Engineer Jurijs Ivanovs Senior Superintendent Evgeny Zhitov Master, HLV SWAN REPRESENTING Exmar Offshore Company Exmar Offshore Company Exmar Offshore Company Dockwise Shipping Dockwise Shipping Dockwise Shipping Dockwise Shipping Matthews-Daniel Company t (713) houston@matdan.com 4544 Post Oak Place, Suite 160 f (713) Houston, Texas MD/CORP/AF/5201/02 US, 07/2006

3 Exmar OPTI-EX Project Page 2 Se-Young Choi Offshore PM 1 Team Bae-Seong Kim Assistant Manager, Structure Section 1 Robyn Mayo Naval Architect Christopher M. Bowman, NAMS-CMS Marine Surveyor Samsung Heavy Industries Samsung Heavy Industries Exmar Offshore Company Exmar Offshore Company SEMI-SUBMERSIBLE HEAVYLIFT VESSEL HLV SWAN Brief Description The HLV SWAN is a combination heavylift vessel/oil tanker, owned by Swan B.V. and operated by Dockwise Shipping. The vessel was taken out of the oil transport business in 2005 and is now exclusively used for heavylift transport operations. The HLV SWAN is a heavy displacement vessel having a non-planing type hull with a moderately raked sharp bow, lightly raked curved stern, straight sides with flare forward and tumblehome aft, straight sheer with raised forecastle forward and raised poop deck aft, round bottom with light deadrise at midsection, straight keel, long forefoot and single rudder. The superstructure consists of a 3-course deckhouse, including bridge, situated aft atop the raised poop deck with exhaust stack located atop the bridge, starboard side aft and two (2) fabricated steel masts. Situated forward atop the raised forecastle is a secondary wheelhouse, also known as the "Sea Bridge" and one (1) fabricated steel mast. The vessel's midsection is a flat cargo deck, located between the forecastle and the poop deck. The HLV SWAN has the following particulars: Non MODU MD/CORP/AF/5205/01 US, 10/2005

4 Exmar OPTI-EX Project Page 3 Particulars: Official Name Official Number SWAN 1996-C-1506 IMO Number Call Sign Owners Operators Home Port Flag Gross Tons Net Tons PJYI Swan B.V. Dockwise Shipping Willemsted, Curacoa Netherland Antilles 22,788 MT 9,531 MT Draft Forward: 7.4 m Aft: 8.6 m Built By / At Year Built 1981 Dimensions (As per the International Convention of Tonnage Measurements of Ships 1969) Classification Last Drydocking Last Underwater Inspection Kaldnes Mek. Verksted A/S / Tonsberg, Norway L.O.A. Beam Depth m m 13.3 m Det Norske Veritas +1A1 General Cargo Vessel November 30, 2007 in Nha Trang, Vietnam October 6, 2008 in Ulsan, Korea Non MODU MD/CORP/AF/5205/01 US, 10/2005

5 Exmar OPTI-EX Project Page 4 Certification Certificate No. Issued by Date Expires Certificate of Class - Hull DNV 11/29/07 9/23/12 Class of Class - Machinery DNV 11/29/07 9/23/12 Certificate of Documentation 1992/2008 Netherland Antilles 1/15/08 1/14/12 International Load Line Certificate DNV 2/26/08 9/23/12 Certificate of Inspection USCG 2/7/08 - Stability Letter / Document DNV 4/27/98 Permanent Safety Construction Certificate 2002/2008 Netherland Antilles International Tonnage Certificate Netherland Antilles Safe Manning Certificate 61/2005 Netherland Antilles Ship Radio Station License 4207 Netherland Antilles Safety Management Certificate 61/2005 Netherland Antilles 2/26/08 9/23/12 7/5/96 Permanent 10/12/05 11/2/09 3/18/05 3/18/10 10/12/05 11/2/09 Construction Type : All welded steel with combination framing system. Hull Form : The HLV SWAN is a heavy displacement vessel having a non-planing type hull with a moderately raked sharp bow, plumb curved stern, straight sides at midbody with heavy flare forward and moderate tumblehome aft, round bottom with light deadrise at midsection, straight keel, long forefoot, short run and a single Becker rudder aft. Non MODU MD/CORP/AF/5205/01 US, 10/2005

6 Exmar OPTI-EX Project Page 5 The vessel has straight sheer with a raised forecastle forward and a raised poop deck aft. A 4-course superstructure, including accommodations spaces and bridge are located aft atop the raised poop deck. Compartmentation : Fifty-six (56) watertight compartments consisting of twelve (12) double bottom tanks, twelve (12) double deck tanks, twelve (12) main cargo tanks and twenty (20) additional tanks consisting of fuel oil tanks, slop tanks, lube oil tanks, potable water tanks, ballast water tanks and void tanks. Outfitting Navigation Equipment : The HLV SWAN is equipped with the following navigation equipment: Two (2) radars, both equipped with ARPA systems, two (2) GPS receivers, two (2) gyro compasses, ECDIS electronic charting system, paper charts for world oceans coverage, SPOS weather routing software system and OCTOPUS vessel motions software system. Navigation Lights Communications Equipment : The HLV SWAN is out-fitted with standard navigation lights for her design and trade, inclusive of two (2) masthead lights, port/starboard side lights, stern light, two (2) anchor lights, NUC lights and RAM lights. : The HLV SWAN is equipped with the following communications equipment: Three (3) VHF radios, weather facsimile, full GMDSS system Navtex and Satcom B and C. Non MODU MD/CORP/AF/5205/01 US, 10/2005

7 Exmar OPTI-EX Project Page 6 Propulsion Machinery : The HLV SWAN is powered by a single Fredriskstad B & W, Model No. 6L67GFCA diesel engine rated for 9,630 kw, (13,100 BHP) at 123 rpm. The engineering spaces are certified and equipped for unmanned operation by Det Norske Veritas. Propeller(s) : One (1) Lips, 4-blade, right hand, controllable pitch propeller, m pitch. Blade pitch is controlled by a hydraulic system. Bow Thrusters : The HLV SWAN is equipped with one (1) tunnel type electric driven bow thruster, rated for 735 kw. Thrust equivalent is roughly 11 tonnes. Steering System : Electric powered hydraulic Porsgrunn, Model No. 475/110 system, operating a rotary vane steering gear which then drives a Becker Rudder. There are two (2) steering gear pumps, one (1) primary and one (1) secondary. Secondary pump automatically takes over for the primary pump in the event of a pump failure. Emergency steering is controlled from the steering flat located directly above the rudder assembly. Generators : Three (3) main service generators, B & W / Nebb type, Model No. 6T23LHJ4 diesel engines powering generator sets, producing 640 kw at 720 rpm. One (1) emergency generator set, Scania Diesel type, Model No. DS11, producing 135 kw at 1,800 rpm. Non MODU MD/CORP/AF/5205/01 US, 10/2005

8 Exmar OPTI-EX Project Page 7 Services Systems Ballast/Deballast System : 440/600-volt AC and 24-volt DC electrical system, bilge discharge system, ballast water fill and discharge system, potable water system, fuel transfer system, sewage treatment system, quarters heating and air conditioning system, hot water system, dual electric powered electric/hydraulic steering system, high pressure air system, bilge alarm system, remote engine alarm system, running light alarm system and remote fire alarm system. : Three (3) Thurne Eureka vertical single stage centrifugal pumps, electric driven, capacity 1,000 m 3 /hr. (Main Cargo Pumps). Two (2) Thurne Eureka vertical single stage centrifugal pumps, electric driven, capacity 500 m 3 /hr. (Ballast Pumps). Three (3) Allweiler vertical screw pumps, electric driven, capacity 82 m 3 /hr. (Stripping Pumps) Anchors Forward: Two (2) 8.71 MT high hold capacity Baldt type anchors forward with 73 mm x 632 m Grade K3 stud anchor chain per anchor. One (1) spare 8.71 MT anchor stored on the forecastle deck, starboard side. Aft: Two (2) 2 MT high hold capacity Bruce type anchors aft with 32 mm x 400 m wire per anchor. Non MODU MD/CORP/AF/5205/01 US, 10/2005

9 Exmar OPTI-EX Project Page 8 DECK FITTINGS Main Deck The main deck of the HLV SWAN is a clear open deck area designed for loading and transporting heavy and high volume cargoes. The main deck is completely void of any and all deck fittings, providing a flush smooth surface area for installation of loadout and transport grillages. For safety reasons, there is a removable handrail system fitted around the perimeter of the main deck area that can be removed in way of grillage or cargoes. Fo'c'sle Centerline Bow Forward Port and Starboard Bow Port and Starboard Sides Port and Starboard Aft : One (1) At-Sea Navigation Bridge, one (1) bull nose fairlead, six (6) roller fairleads and two (2) Brattvaag combination mooring winches/anchor windlasses. : Four (4) sets of double post bitts, four (4) roller fairleads, five (5) closed chocks and two (2) roller chocks. : Removable handrails (Main Deck only). : Two (2) sets of roller chocks, two (2) Brattvaag mooring winches, four (4) sets of double post bitts, two (2) roller fairleads, five (5) closed chocks and one (1) center stern closed chock. Deck Winches : Two (2) Brattvaag hydraulic combination mooring winches/anchor windlasses, 15 MT capacity located on the bow and two (2) Brattvaag mooring winches, 15 MT capacity located on the stern. Cranes : One (1) Hydralift, 5 MT capacity stores crane on aft poop deck, one (1) Hydralift, 3.5 MT capacity stores crane on aft poop deck and one (1) Hydralift, 5 MT capacity stores crane on bow forecastle deck. Non MODU MD/CORP/AF/5205/01 US, 10/2005

10 Exmar OPTI-EX Project Page 9 Accommodations : Accommodations onboard for 38-persons, including crew of twenty-seven (27). Lifesaving Equipment : Two (2) totally enclosed lifeboats, each 40-person capacity and five (5) liferafts, each 20-person capacity. EPIRB, SARTS lifeboat radios and life jackets/immersion suits for full crew plus excess capacity. Intended Service : Semi-Submersible Heavylift Deck Cargo Transport Vessel Capacities Fuel, Diesel No. of Tanks: Three (3) Total Capacity: m 3 Amount Onboard: m 3 Fuel, Heavy No. of Tanks: Seven (7) Total Capacity: 2,027.0 m 3 Amount Onboard: 1,612.2 m 3 Lube Oil No. of Tanks: Five (5) Total Capacity: m 3 Amount Onboard: m 3 Ballast Water No. of Tanks: Thirty-eight (38) Total Capacity: 22,731.0 m 3 Amount Onboard: 11,539.1 m 3 Potable Water No. of Tanks: Three (3) Total Capacity: m 3 Amount Onboard: m 3 As reported to surveyor at: 1128 hours on October 21, 2008 Fuel Consumption Approximately 35-tons per day. Draft at Time of Departure: Forward: Starboard: 7.4 m Port: 7.4 m Aft: Starboard: 8.6 m Port: 8.6 m Trim: 1.2 m by the stern General Condition As sighted afloat October 17, 2008, at Samsung Heavy Industries, Geoje, Korea, the HLV SWAN is considered satisfactory for the proposed transport. Non MODU MD/CORP/AF/5205/01 US, 10/2005

11 Exmar OPTI-EX Project Page 10 Suitability as Transport Vessel conducted an independent stability review and investigation, which indicated that the HLV SWAN, loaded with the Exmar OPTI EX 6000 Semi-Submersible Hull as deck cargo, complied with stability criteria for the voyage route and season. conducted an independent motion analysis of the HLV SWAN as loaded with the Exmar OPTI-EX 6000 Semi-Submersible Hull for the route from Geoje, Korea to Ingleside, Texas, USA sailing at 1000 hours on October 25, Vessel design characteristics, as loaded and ready for departure, were considered satisfactory and were approved by. The HLV SWAN was inspected afloat at Samsung Heavy Industries, Geoje, Korea on October 17, 2008 and subsequent dates. The vessel design characteristics, outfitting and general condition were considered to be satisfactory for service as the transport vessel on this voyage and the vessel was approved by. EXMAR OPTI EX 6000 SEMI-SUBMERSIBLE HULL DETAILS The Exmar OPTI-EX 6000 Semi-Submersible Hull is a deep draft hull for an ultra deepwater semi-submersible production platform. The hull design is of the square ring pontoon type with four (4) production topsides support columns situated with one (1) at each corner of the hull. The hull's physical dimensions are 76.8 m x 76.8 m x 49.2 m. The ring pontoon itself is 76.8 m x 9.6 m x 6.0 m and each of the columns are 49.8 m elevation above baseline. The loadout weight of the hull is 7,484 MT. The Exmar hull is composed of a combination of ballast tanks, void tanks and pump rooms. In total, there are thirty-two (32) compartments within the confines of the ring pontoon assembly. These compartments include twenty-four (24) water ballast tanks, four (4) void tanks and four (4) pump rooms. The pump rooms are situated within the inboard corners of the ring pontoon, beneath the column foundations. Access to each of the pump rooms is through ladder ways fixed internal within each of the topsides support columns. There are no inter-connect passage ways within the ring pontoon linking one pump room to another. The hull was fabricated with no through-hull fittings, sea chests or sea suctions, in order to reduce the possible occurrences of uncontrolled down-flooding. Ballasting of the hull tanks is completed through risers fitted on the inboard sides of each column. The columns are 49.2 m tall from baseline, 43.2 m from the top of the ring pontoon and are identified as NE column, NW column, SE column and SW column. Each column provides access to the pump room located immediately beneath its foundation in the ring pontoon. The columns also encompass various electrical and machinery spaces required for the operation of the hull's systems. Additionally, each column contains three (3) chain lockers for housing the excess platform mooring chain once the unit is situated on its final working location. Non MODU MD/CORP/AF/5205/01 US, 10/2005

12 Exmar OPTI-EX Project Page 11 Fitted to the outboard corners of the ring pontoon, at the base of each column's foundation, are three (3) mooring fairleads, twelve (12) total. The mooring fairleads are designed to operate with 60 degrees of lateral motion, 30 degrees either side of dead center position. Each mooring fairlead is positioned in a direct vertical alignment with its corresponding hawse pipe located at the top of each column for the platform mooring chain. Particulars: Official Name OPTI-EX 6000 Official Number Call Sign Owners Operators Home Port Flag Displacement Draft - Light Built By / At None None Exmar Offshore Company None None None 7,484 MT 2.8 m Year Built 2008 Draft - Light Dimensions (As per the International Convention of Tonnage Measurements of Ships 1969) Classification Last Drydocking Last Underwater Inspection Sansung Heavy Industries, Geoje, Korea 2.8 m L.O.A. Beam Depth American Bureau of Shipping 76.8 m 76.8 m 49.2 m November 30, 2007 in Nha Trang, Vietnam October 6, 2008 in Ulsan, Korea Non MODU MD/CORP/AF/5205/01 US, 10/2005

13 Exmar OPTI-EX Project Page 12 Certification Certificate No. Issued by Date Expires Certificate of Class - Hull Class of Class - Machinery Certificate of Registry / Documentation International Load Line Certificate Certificate of Inspection Stability Letter / Document Safety Construction Certificate International Tonnage Certificate None None None None None None None None VOYAGE PREPARATIONS Loading Site The loading site selected was Quay No. 5 at Samsung Heavy Industries, Geoje, Korea. Preparation of Semi-Submersible Heavylift HLV SWAN Preparation of the HLV SWAN consisted of the installation of the two (2) steel skid beams onboard the vessel's deck, as well as, the transport cribbing and the cargo positioning guideposts. All loadout preparation work was completed in Ulsan, Korea just prior to the vessel's arrival at Samsung Heavy Industries for the loadout operation. The two (2) skid beams, each 32.0 m x 5.6 m x 1.2 m and 175 MT, were fabricated from existing Dockwise stock beams and installed across the vessel's main deck transversely. The beams were installed and welded to the vessel's deck on 67.2 m centers. The South pontoon skid beam was positioned 47.7 m aft the bow on center and the North pontoon skid beam was positioned m aft the bow on center. Each skid beam was shimmed with shim packs for levelness at the location of each longitudinal deck stringer. Installation of the transport cribbing consisted of typical 300 m x 300 m timber cribbing arranged transversely across the vessel's deck in two (2) locations to accommodate the South pontoon and the North pontoon. Additionally, there was a series of special radiuses cribbing that was installed to capture the up-turn in the bilge radius on the pontoon's lower plating. Two (2) sections of this special cribbing were installed at each of the pontoon locations. Non MODU MD/CORP/AF/5205/01 US, 10/2005

14 Exmar OPTI-EX Project Page 13 The South pontoon transport cribbing was installed transversely across the vessel's deck in-way of vessel frame station Nos It consisted of three (3) transverse rows of 300 m x 300 m timber cribbing on 3 m center separation with longitudinal tie-in timber cribbing, also 300 m x 300 m, at 2.4 m center separation extending outboard either side, port and starboard from vessel longitudinal centerline. The North pontoon transport cribbing was installed transversely across the vessel's deck in-way of vessel frame station Nos It consisted of three (3) transverse rows of 300 m x300 m timber cribbing on 3 m center separation with longitudinal tie-in timber cribbing, also 300 m x 300 m, at 2.4 m center separation extending outboard either side, port and starboard from vessel longitudinal centerline. Installation of the guideposts consisted of positioning and welding out two (2) typical Dockwise guideposts just aft of the North pontoon transport cribbing. The guideposts were positioned one at 12.0 m inboard the starboard sideshell of the vessel and one at 12.0 m inboard the port sideshell of the vessel. Both guideposts were sited 0.81 m aft of vessel frame station No. 46. The starboard guidepost was modified to accept the rig-catcher welded to the North pontoon facing on the Exmar hull. Preparation of Exmar OPTI-EX 6000 Semi-Submersible Hull Preparation of the Exmar OPTI-EX 6000 Semi-Submersible Hull consisted of making the hull and all accesses into the hull watertight for the transit from Korea to Ingleside, Texas, as well as, securing of all ship loose cargoes onboard the hull and seafastening the four (4) clusters of three (3) mooring fairleads located at each corner of the ring pontoon. Installation and weldout of the Dockwise transport strongboxes and installation of the rig catcher was completed prior to loadout of the hull. Watertight integrity of the hull was resolved by first closing and securing all watertight doors that accessed each pontoon column. Additionally, all ventilation cowlings and louvers were closed and/or blanked off. All through-hull fitting on the tops of each column were sealed off and secured to prevent ingress of water during the transport. This included all cable ways, as well as the mooring chain hawse pipes into the chain lockers on each column. Seafastening of the mooring fairleads was completed in an identical fashion for each cluster of three (3) fairleads. This process involved turning the outboard fairleads of each cluster inboard toward the center fairlead and then leaving the center fairlead of each cluster on centerline. Using 19 mm wire rope lashings, each of the outboard fairleads was lashed to the center fairlead and then finally, the outboard fairleads were lashed to each other across the center fairlead. The arrangement was selected in that if one (1) lashing was to fail for any reason during the transit, then only one (1) fairlead would be free to shift. Installation and weldout of the Dockwise strongboxes and the rig-catcher on the hull was completed prior to the arrival of the attending surveyor, however these items were verified by the attending surveyor with a Dockwise representative in attendance prior to the loadout. There were four (4) strongboxes welded on the South pontoon outboard facing, two (2) strongboxes welded on the North pontoon inboard facing and two (2) strongboxes welded on the North pontoon outboard facing. Each of the strongboxes was welded along the mid up-turn of the hull Non MODU MD/CORP/AF/5205/01 US, 10/2005

15 Exmar OPTI-EX Project Page 14 bilge, roughly 1.0 m above hull baseline. Additionally, the rig-catcher was welded on the North pontoon outboard facing, 3.0 m above hull baseline and 34.2 m inboard from the East pontoon facing. The Exmar OPTI-EX 6000 Semi-Submersible Hull was positioned on Quay No. 5 alongside the HLV SWAN at 1557 hours on October 19, 2008 for loading. LOADING OPERATIONS Cargo Arrangement and Securing Item/Weight and Dimension 1. Exmar OPTI-EX 6000 Semi-submersible Hull, 76.8 m x 76.8 m x 49.2 m, 7,484 MT. Position 1. The OPTI-EX 6000 Semi-Submersible Hull is stowed on the main deck of the transport vessel, HLV SWAN, centered 75.6 m forward of the vessel's stern with the longitudinal centerline of OPTI-6000 aligned with the vessel's longitudinal centerline. The hull overhangs the HLV SWAN main deck by 22.2 m on each side, port and starboard. The hull is oriented with South pontoon forward and North pontoon aft. Detail Securing 1. The OPTI-EX 6000 Semi- Submersible Hull is secured onboard the transport vessel and elevated off the main deck on 300 m x 300 m timber transport cribbing. The timber cribbing spans the breadth of the vessel's main deck, 32 m, and covers length of 9.6 m to support the entire width of the hull's pontoons. The transport cribbing is positioned in two (2) locations to support the span of the South and North pontoons where they cross the vessel's main deck. The OPTI-EX 6000 Semi- Submersible Hull is secured onboard the vessel's main deck with twenty (20) typical Dockwise 1,250 mm chock seafastenings. The 1,250 mm chock seafastenings are flush to the facings on the Dockwise strongboxes welded to the bilge radius of the hull. The 1,250 mm chocks are oriented with ten (10) chocks welded on the outboard facing of the South pontoon, having three (3) Non MODU MD/CORP/AF/5205/01 US, 10/2005

16 Exmar OPTI-EX Project Page 15 Synopsis of Events chocks each on the outboard two (2) strongboxes and two (2) chocks each on the inboard two (2) strongboxes. The are an additional four (4) 1,250 mm chocks welded on the inboard facing of the North, having two (2) chocks each on each of the strongboxes and finally, there are six (6) 1,250 mm chocks welded on the outboard facing of the North pontoon, having three (3) chocks each on each of the strongboxes. All chocks were set with 60-bar compression prior to welding out and all welds are 9 mm fillet with ends wrapped. The attending surveyors arrived in Geoje, Korea on October 13, 2008 for attendance at Samsung Heavy Industries (SHI) for the loadout, float-aft and seafastening operation of the Exmar OPTI-EX 6000 Semi-Submersible Hull onboard the HLV SWAN. Arrangements were made with the Exmar Site Manager, Tom Bare, to meet the following morning for introductions and to discuss the current loadout schedule. The meeting with Tom Bare was at 0728 hours on October 14, 2008 in the SHI hotel. The meeting was completed at 0757 hours. The attending surveyors then departed the hotel for the SHI yard, arriving at the Exmar Site Office on the SHI yard at 0812 hours. First preliminary inspection of the Exmar OPTI-EX 6000 Semi-Submersible Hull commenced at 0858 hours, including an inspection onboard the hull of the columns. The inspection was completed and the surveyors returned to the Exmar Site office at 1021 hours. SHI safety induction training was attended from 1054 hours until 1121 hours. At 1318 hours, a brief meeting was attended with the Dockwise Loadout Superintendent, Sybren Pieter de Jong, in the Exmar Site Office to discuss arrival schedule for the HLV SWAN at SHI yard. The attending surveyors departed the SHI yard for the hotel at 1742 hours. On October 15, 2008, the attending surveyors arrived at the SHI yard at 0756 hours and at 0823 hours, attended another inspection of the Exmar OPTI-EX 6000 Semi-Submersible Hull to update loadout schedule and access loadout readiness progress. John Gibson Projects personnel were busy with installation of the strand jacks for the hull loadout skidding system. Discussions between Exmar and SHI concerning seafastening of the mooring fairlead clusters for the transit to Ingleside, Texas. SHI personnel commenced installation of seafastenings on the mooring fairleads, starting with the NW column fairleads, at 0852 hours. Non MODU MD/CORP/AF/5205/01 US, 10/2005

17 Exmar OPTI-EX Project Page 16 Seafastening of the NW column mooring fairleads was completed at 0916 hours, however, the attending surveyor had issues with the use of nylon ratchet straps to secure the fairleads. Further discussions ensued and at 0935 hours, SHI agreed to use 19 mm wire rope lashings in lieu of the ratchet straps to seafasten the mooring fairleads. Seafastening of the mooring fairleads with 19 mm wire rope lashings commenced immediately thereafter with the SW column mooring fairleads and by 1337 hours, all mooring fairleads on the SW column, SE column, NW column and NE column were seafastened and approved by the attending surveyor. SHI personnel also commenced installation and rig-up of mooring winch No. 1 on the North side hull skidway and mooring winch No. 2 on the South side hull skidway. At 1844 hours, the attending surveyor, along with Tom Bare and Sybren Pieter de Jong, attended on Quay No. 5 for final dredging operations prior to arrival of the HLV SWAN. Dredging operations were completed at 1938 hours pending a final depth survey to take place the following morning. The attending surveyors departed the SHI yard for the hotel at 1959 hours. Hull loadout preparations continued throughout the morning of October 16, 2008, including the completion of installation and rig-up of both mooring winches Nos. 1 and 2 on the North and South sides of the hull skidways. John Gibson Projects personnel continued with installation of the strand jack skidding system on the hull. The water depth survey of the dredge area alongside Quay No. 5 was attended by the Dockwise Superintendent with final acceptance of the water depth received by SHI at 0947 hours. Inspection of the positioning of the seafastening strongboxes and the rig-catcher was attended by the surveyor with the Dockwise Superintendent. The inspection was completed at 1205 hours with all fittings noted to be positioned properly. The HLV SWAN arrived alongside Quay No. 5 at SHI at 1406 hours. The first mooring line was ashore at 1408 hours and the vessel was made fast, starboard side to, at 1436 hours. Gangway access to the vessel was available at 1447 hours. The attending surveyors departed the SHI yard for the hotel at 1633 hours. John Gibson Projects personnel completed installation and interconnect of the HPUs to the strand jacks at 0817 hours on October 17, Immediately thereafter, with assistance from SHI personnel, John Gibson Projects commenced installation of the 18 mm dyform strand jack wires between the deadman and the strand jack on each of the four (4) jack units. Survey and inspection of the HLV SWAN commenced at 0933 hours, including inspection and confirmation of the transport cribbing layout on the main deck. Inspection of the transport cribbing was conducted with the Dockwise Superintendent and the vessel Master, commencing at 1013 hours with completion at 1042 hours. All transport cribbing at both North and South pontoon positions, as well as, guidepost positions, were found to be acceptable. Review of vessel paperwork and discussion with the Master/Chief Engineer continued after the cribbing inspections, finally completing at 1112 hours. Non MODU MD/CORP/AF/5205/01 US, 10/2005

18 Exmar OPTI-EX Project Page 17 Installation of the 18 mm dyform strand jack wires into the four (4) jacking systems by John Gibson Projects and SHI personnel was completed at 1632 hours. Inspection of the installed strand jack systems with Exmar and Dockwise personnel found a few issues that need to be address with John Gibson Projects. The attending surveyors departed the SHI yard for the hotel at 1807 hours. Installation of the loadout link beam assemblies between the quayside skidways and the vessel skidways commenced at 0803 hours on October 18, The North link beam assembly was lifted clear of the quay for installation at 0811 hours, aligned for installation between the quay and the vessel at 0834 hours and set into position with locking pins engaged at 0848 hours. The South link bean assembly was lifted clear of the quay for installation at 0911 hours, aligned for installation between the quay and the vessel at 0916 hours and set into position with locking pins engaged at 0946 hours. The HLV SWAN commenced tidal ballasting operations from this point onward until completion of the loadout operation. Hook-up of the mooring winches to the vessel commenced at 1024 hours with the South mooring winch No. 2 connected to the vessel and tensioned at 1032 hours and the North mooring winch No. 1 connected to the vessel and tensioned at 1439 hours. Final securing inspection and walk through of the Exmar OPTI-EX 6000 Semi-Submersible Hull prior to loadout, attended with SHI personnel, commenced at 1318 hours onboard the NW column. Inspection for water-tight integrity of the columns and securing of ship loose items on the columns was carried out with recommendations made and immediately complied with by SHI personnel during the inspection process. Pre-loadout inspection of the Exmar hull was completed at 1358 hours to the satisfaction of the attending surveyor with all recommendations complied with. The pre-loadout meeting, attended by SHI personnel, Exmar personnel and Dockwise personnel, commenced at 1555 hours in the loadout control room on quay No. 5. Discussions concerning VHF radio working channels, general safety and schedule of operations during the loadout process were discussed. The pre-loadout meeting was completed at 1618 hours. The attending surveyors departed the SHI yard for the hotel at 1802 hours. Non MODU MD/CORP/AF/5205/01 US, 10/2005

19 Exmar OPTI-EX Project Page 18 The final pre-loadout meeting and pre-loadout walk-through commenced at 0808 hours on October 19, 2008, attended by SHI personnel, Exmar personnel, Dockwise personnel and John Gibson Projects personnel. Noted issues with the strand jack system were corrected by the John Gibson Projects personnel. The final pre-loadout meeting and pre-loadout walk through was completed at 0851 hours with formal approval to commence the loadout operation delivered. Phase 1 operation for the Exmar hull loadout, consisting of skidding the hull 38.0 m from fabrication position to the quayside, commenced at 0901 hours. The hull achieved breakout at 0903 hours with 1,600 MT load applied by the strand jacks. At 0916 hours, the loadout was halted due to computer problems, the computer controlling the strand jack stroke operations. The computer problems were resolved by John Gibson Projects and at 1108 hours, hull loadout Phase 1 operations resumed. Phase 1 hull loadout operations were completed at 1557 hours with the Exmar hull achieving 38.0 m skidding from the breakout position. Phase 2 operations for the Exmar hull loadout, consisting of skidding the hull onboard the deck of the HLV SWAN commenced immediately thereafter. At 1605 hours, the HVL SWAN achieved ballast condition for Step No. 1 and at 1621 hours, the forward ends of the North and South skid shoes crossed onboard the deck of the HLV SWAN. At 1633 hours, the hull was advanced 5.0 m onto the vessel's deck. Skidding operations were stopped as the vessel deballasted to take hull weight. Skidding operations were resumed at 1734 hours and at 1757 hours, the hull was advanced 10.0 m onboard the vessel's deck. At 1811 hours, the hull was advanced 15.0 m onboard the vessel and by 1834 hours, the hull was at 20.0 m onboard the vessel's deck. Skidding operations were again stopped at 1901 hours to allow the vessel to continue deballasting to accept the increasing hull weight. Skidding operations were again resumed at 1923 hours and by 1926 hours, the hull was advanced 25.0 m onboard the vessel's deck. At 1944 hours, the hull was advanced 30.0 m onboard the vessel's deck. Skidding operations were stopped at 1947 hours for vessel dedballasting. Pumping arrangement was two (2) pumps for tidal ballasting and one (1) pump for loadout ballasting. Skidding operations were resumed at 2013 hours and at 2017 hours, the forward ends of the hull skid shoes commenced crossing off the port side of the HLV SWAN deck. Skidding operations were again stopped at 2024 hours for vessel ballasting and again resumed at 2122 hours. By 2133 hours, the hull was advanced 37.0 m across the vessel's deck and at 2311 hours, the hull was 47.0 m onboard the vessel. Skidding operations were again stopped at 0022 hours on October 20, 2008 as the forward ends of both skid shoes, North and South pontoons, were unsupported and bowing heavily off the port side of the vessel. SHI personnel made the decision at 0034 hours to resume skidding operations and allow the skid shoes to fall into the water outboard of the vessel's port side. At 0056 hours, the outboard 16.0 m of the North skid shoe fell into the water and at 0059 hours, the outboard 16.0 m of the South skid shoe fell into the water. Loadout skidding operations resumed at 0106 hours. Non MODU MD/CORP/AF/5205/01 US, 10/2005

20 Exmar OPTI-EX Project Page 19 By 0201 hours, the hull was advanced onboard the vessel deck to within 500 mm of final loadout position. Final loadout position of the Exmar OPTI-EX 6000 Semi-Submersible Hull onboard the deck of the HLV SWAN was achieved at 0206 hours. Skidding operations and deballasting operations were stopped to allow installation and weldout of the temporary transport seafastenings to the hull. The attending surveyors departed the SHI yard for the hotel at 0238 hours. Cutting of the North and South skidway link beams commended at 0700 hours and was completed by 0750 hours. Installation and weldout of the temporary transport seafastenings to the hull was completed at 0800 hours and by 0820 hours, the HLV SWAN was deballasted 440 mm, lifting the Exmar hull above the quayside skidways. Inspection of all eight (8) temporary seafastenings commenced at 0825 hours and was completed at 0918 hours with all eight (8) seafastenings approved for the inland transport from SHI quay No. 5 to the hull floataft location in the anchorage area. The undersigned surveyor boarded the HLV SWAN at 1508 hours for the transit from quay No. 5, at SHI to the anchorage area. The HLV SWAN commenced letting go mooring lines at 1528 hours and by 1546 hours, all lines were let go and the vessel was maneuvering off the quay under control of three (3) assist tugs. At 1613 hours, the HLV SWAN was maneuvered clear of the SHI slip, turned to starboard and heading outbound for the anchorage area. The three (3) assist tugs were released at 1617 hours and at 1646 hours the HLV SWAN arrived at the anchorage area. The starboard anchor was let go and at 1709 hours, the vessel was fast at anchor, swinging gently in the weather. A pre-float-aft meeting was attended onboard the HLV SWAN between 0800 hours and 0909 hours on October 21, 2008 with the Dockwise Superintendent, vessel Master, Dockwise Project Engineer and vessel Chief Officer. Discussions revolved around the schedule for floataft operation, as well as details concerning location of hull positioning lines and completion of the float-aft ballast plan. Pre-ballasting of the HLV SWAN for the float-aft operation commenced at 1030 hours with main ballast tanks Nos. 4, 5 and 6, port and starboard sides. The final draft of the float-aft ballast plan was completed by Dockwise at 1119 hours and issued for comment. At 1326 hours, the crew onboard the HLV SWAN commenced running and connecting the forward handling lines from the forecastle deck to the South pontoon on the Exmar hull. Two (2) breasting line and two (2) spring lines were run and connected, completing the operation at 1402 hours. Running and connection of the aft handling lines from the poop deck to the North pontoon on the Exmar hull commenced at 1436 hours and was completed at 1543 hours with two (2) breasting line and two (2) spring lines connected. Non MODU MD/CORP/AF/5205/01 US, 10/2005

21 Exmar OPTI-EX Project Page 20 Removal of temporary seafastenings Nos. 3 and 4 from the hull (South pontoon longitudinal seafastenings) commenced at 1655 hours and was completed at 2014 hours. Removal of the temporary seafastenings was inspected and verified by the attending surveyor with the Dockwise Superintendent. At 2046 hours, Dockwise Superintendent with the vessel Master and attending surveyor reviewed the weather forecast for the intended float-aft operation period and all agreed to continue with pre-ballasting operations. Another weather forecast for the intended float-aft operation period was received and reviewed by the attending surveyor and Dockwise Superintendent at 0315 hours on October 22, All agreed the weather was favorable and the decision was made to complete the pre-ballasting operation and then proceed directly into the submergence ballasting operation. The pre-ballasting operation was completed at 0523 hours and the submergence ballasting operation commenced immediately thereafter. At 0528 hours, the vessel main deck started submerging on the port stern. At 0702 hours, the main deck aft was submerged up to the North pontoon and at 0717 hours, the North pontoon of the Exmar hull entered the water. The two (2) standby assist tugs arrived alongside the HLV SWAN at 0754 hours and at 0816 hours, the inspection divers arrived onsite. Review of the new morning weather forecast with the Dockwise Superintendent, vessel Master, Exmar representative and attending surveyor was completed at 0841 hours. The weather forecast changed considerably from the previous forecast with winds exceeding 20 knots, building to 30 knots by mid afternoon. The decision was made to continue with submergence ballasting operation until the Exmar hull was at 1.0 m draft, and then suspend ballasting operations until the weather was more favorable. By 0853 hours, the main deck aft up to the South pontoon was submerged and by 0916 hours, the entire main deck was submerged. Submergence ballasting operations continued until the Exmar hull reached a draft of 1.0 m on the hull, achieving this at 1045 hours. The two (2) assist tugs and dive boat were released at 1114 hours. The HLV SWAN commenced standby for float-aft operation at 1115 hours. The evening weather forecast was received and reviewed by the attending surveyor, as well as, the Dockwise Superintendent and vessel Master at 2018 hours. Weather forecast indicated very favorable conditions for the float-aft operation for the following morning. Decision was made to resume submergence ballasting operations at 0200 hours on October 23, Submergence ballasting operations for the float-aft operation were resumed at 0235 hours on October 23, The vessel Master, with the Dockwise Superintendent, briefed the line handling crews at 0541 hours and at 0554 hours, both crews were in position on the forecastle and the poop deck. The two (2) standby assist tugs arrived back alongside the HLV SWAN at 0557 hours and the inspection diver boat was back on site at 0603 hours. The Dockwise Superintendent and the vessel Master boarded the Exmar hull at 0609 hours for direction of the float-aft operation. Non MODU MD/CORP/AF/5205/01 US, 10/2005

22 Exmar OPTI-EX Project Page 21 At 0636 hours, the Exmar hull North pontoon transitioned into afloat mode and at 0654 hours, the Exmar hull South pontoon transitioned into afloat mode. The HLV SWAN achieved float-aft draft fore and aft of 19.0 m at 0714 hours and stopped submergence ballasting operations. The float-aft operation commenced at 0724 hours with heaving in on the aft handling lines while slacking out the forward handling lines in a very controlled manner. The hull North pontoon made contact with the starboard guidepost at 0739 hours and at 0744 hours, the rig-catcher on the North pontoon facing was engaged with the port guidepost. All handling lines were made fast and tension held as the hull was in position over the transport cribbing. The inspection divers were jumped into the water at 0757 hours and completed their inspection at 0809 hours with no problems noted. The HLV SWAN immediately commenced deballasting operations to land the Exmar hull onto the transport cribbing. The Exmar hull South pontoon was hard on the cribbing at 0912 hours and the North pontoon followed quickly thereafter, landing hard on the cribbing at 0917 hours. The HLV SWAN continued deballasting operations as the Exmar hull continued to decrease in draft. The main deck forward of the South pontoon was dry at 1153 hours and the South pontoon was high and dry on the transport cribbing at 1322 hours. The attending surveyor, along with the Dockwise Superintendent, inspected the South pontoon position on the cribbing at 1411 hours and all was noted to be in good condition. The North pontoon was high and dry on the transport cribbing at 1618 hours. The North pontoon position on the transport cribbing was inspected at 1711 hours and all was noted to be in good condition. Deballasting operations continued and at 1757 hours, the main deck dry. Deballasting operations continued to achieve sailing draft for fit-up and weldout of the transport seafastening. Deballasting operations were completed at 0340 hours on October 24, 2008, achieving sailing draft of 7.4 m forward and 8.6 m aft. The forward handling lines were released from the Exmar hull South pontoon at 0646 hours and the aft handling lines released from the North pontoon at 0846 hours. The seafastening installation contractor's barge arrived alongside the HLV SWAN at 0902 hours. Weldout of the ten (10) South pontoon seafastenings commenced at 1019 hours and was completed at 1258 hours. Weldout of the North pontoon four (4) inboard and six (6) outboard seafastenings commenced at 1525 hours and was completed at 1810 hours. All twenty (20) transport seafastenings were inspected by the attending surveyor, along with the Dockwise Superintendent and the vessel Master for approval. At 1824 hours, all transport seafastenings were approved for transport of the Exmar OPTI-EX 6000 Semi-Submersible hull onboard the HLV SWAN from Geoje, Korea to Ingleside, Texas. The Transport Approval Certificate was signed and issued to the Master of the HLV SWAN. The attending surveyors, along with the Dockwise Superintendent and Exmar representatives, departed the HLV SWAN at 0901 hours on October 25, 2008 for return to Geoje, Korea. The HLV SWAN heaved anchor and commenced the passage from Geoje, Korea to Ingleside, Texas at 1000 hours on October 25, 2008 Non MODU MD/CORP/AF/5205/01 US, 10/2005

23 Exmar OPTI-EX Project Page 22 Damages Sustain During Loading No damages were witnessed or reported during the course of the entire loadout/floataft/seafastening operation. Transport Arrangements Route Projected Weather Forecast : The transit route for the HLV SWAN from Geoje, Korea to Ingleside, Texas, USA covers a distance of 16,062 nm. The rough transit routing takes the vessel South through the South China Sea to offshore Singapore, thence transit between Singapore and Sumatra into the Indian Ocean toward the Cape of Good Hope off South Africa. After rounding the Cape of Good Hope, the routing proceeds North by West across the South Atlantic Ocean to offshore Brazil, thence northerly by west through the Caribbean Sea, the Yucatan Straits and into the southern Gulf of Mexico to Ingleside, Texas. Anticipated voyage duration is 55-days in total. A midway bunker port is currently planned for Port Louis, Mauritius, but it may be altered. : The weather forecast at time of departure was favorable with winds Northerly by Northwest at knots and seas less than 1.0 m. Weather enroute during the transit will be monitored with forecasts received onboard the vessel twice daily and additionally with updates to the onboard SPOS system to determine favorable course/heading to avoid severe weather conditions. SURVEYOR'S COMMENTS 1. The loadout operation was conducted and completed in a very safe and efficient manner with great communication and good work ethics between Samsung Heavy Industries personnel and Dockwise personnel. The same professionalism the Dockwsie demonstrated during the loadout operation extended into the offshore float-aft operation. The vessel's crew was very alert and followed direction very well through the critical phases of the float-aft operation. During the ballasting phases of the loadout and float-aft operations, Dockwise was very keen to having sufficient experienced and alert personnel in the ballast control room at all times through these evolutions. Non MODU MD/CORP/AF/5205/01 US, 10/2005

24 Exmar OPTI-EX Project Page 23 RECOMMENDATIONS (On Transport Certificate) 1. is to be notified immediately of any events resulting in damage to the vessel and /or the Exmar hull 2. Upon passage of a weather event, inspection of the cargo is to be undertaken with due regard for the safety of the vessel and personnel. Any and all noted damages are to be reported to as soon as possible. 3. is to be copied on all Daily Position Reports (DPR) from commencement to completion of the voyage. 4. The HLV SWAN is to use the 2 x daily weather forecasts and onboard SPOS system to determine best possible route for vessel motions and vessel/cargo safety. CONCLUSION Cargo arrangement, securing and transport arrangements were found to be satisfactory for the proposed dry ocean transport of the Exmar OPTI-EX 6000 Semi-Submersible Hull as deck cargo onboard the HLV SWAN and for weather and sea conditions normally to be expected on the voyage from Geoje, Korea to Kiewit Offshore Services, Ingleside, Texas, USA with the transport departing Geoje, Korea at 1000 hours on October 25, Christopher M. Bowman Attending Surveyor CMB/ha/S S7_ :(R) c/s ATTACHMENTS 1. Transport Certificate 2. Photographs Surveyor's Log (Available Upon Request) Non MODU MD/CORP/AF/5205/01 US, 10/2005

25 PHOTO CAPTIONS 1. Exmar OPTI-EX 6000 Semi-Submersible Hull on Quay No.5 at Samsung Heavy Industries, Geoje, Korea. 2. Typical mooring fairlead cluster. 3. Mooring fairlead cluster seafastened for transport. 4. Typical general arrangement of a column top. 5. Ship loose pipe spool piece seafastened on top of the column for transport. 6. Vacuum wrap around the chain locker accesses on the column top. 7. Messenger chain seafastened to the turn down sheave. 8. Bitter end link of the messenger chain seafastened outboard of the turn down sheave. 9. Seafastening strongboxes on the outboard South pontoon facing. 10. Rig catcher and seafastening strongbox on the outboard North pontoon facing. 11. Reels of Dyform 18 mm strand jack wire. 12. Strand jack pull unit with HPU installed on the hull skid shoe. 13. Typical strand jack set-up, HPU and two (2) strand jack units. 14. Strand jack deadman. 15. Stand jack unit fitted with strand jack wires. 16. Wires entering the strand jack unit. 17. Wires laid alongside the skid beam. 18. Wires entering the strand jack deadman. 19. Wires pushed through the strand jack deadman. 20. Mooring winch No. 2, South side of the hull. 21. Mooring winch No. 1, North side of the hull. 22. HLV SWAN arriving at Samsung Heavy Industries. 23. HLV SWAN arriving alongside Quay No HLV SWAN mooring at Quay No Link beam. Matthews-Daniel Company t (713) houston@matdan.com 4544 Post Oak Place, Suite 160 f (713) Houston, Texas MD/CORP/AF/5201/02 US, 07/2006

26 26. Link beam set into position between the quayside skid beam and the HLV skid beam. 27. Link beam installed between the quayside and the HLV. 28. View of the main deck arrangement onboard the HLV. 29. View of the main deck arrangement onboard the HLV. 30. View of the aft (North pontoon) lay-out of transport cribbing. 31. View of the forward (South pontoon) lay-out of transport cribbing. 32. View of transport cribbing detail. 33. View of the radiused transport cribbing. 34. View of the HLV skid beam assembly. 35. View of the HLV skid beam assembly. 36. Temporary hull seafastenings. 37. Port side aft guidepost. 38. Starboard side aft guidepost. 39. Mooring button bitt on HLV deck, starboard side. 40. Mooring winch No. 2 rigged and connected to the HLV. 41. Mooring winch No. 1 rigged and connected to the HLV. 42. Chain fall rigged to the skid shoe to support overhang. 43. South pontoon skid beam. 44. North pontoon skid beam. 45. Stand jack wires tensioned. 46. Strand jack wires tensioned. 47. Strand jack unit operational. 48. Strand jack operation control on the North pontoon. 49. Exmar hull advancing along the quayside skid beams. 50. Exmar hull approaching the quayside end of the skid beams. Matthews-Daniel Company t (713) houston@matdan.com 4544 Post Oak Place, Suite 160 f (713) Houston, Texas MD/CORP/AF/5201/02 US, 07/2006