Manson Navigator Fall-Winter 2022 : simplebooklet.com

Fall / Winter 2022 | Manson Navigator1Established in 1905, Manson Construction Co. began as a small, family-owned Puget Sound marine pile driving business. Today, Manson thrives as an employee-owned company and takes great pride in our reputation for safely completing marine construction and dredging projects on time and on budget. Headquarters are located in Seattle, Washington with permanent oce facilities in Northern and Southern California, Louisiana, Florida, and Texas.Cover Photo & CreditDerrick barge NJORD dredging at the Richmond Inner Harbor Dredging project.Photo credit: Bill King - SurveyorIN THIS ISSUENEWS3Nominations and PromotionsMeet our new CFO and IT DirectorETHICS & BUSINESS RESPONSIBILITY4What Does Ethics At Manson Mean To You?Employees share what ethics and compliance looks like at Manson. DEPARTMENT FOCUS21From Drones to Radioactive Material:A Look at Manson’s Survey GroupThe Survey Group’s responsibility is much more than calculating volumes of material.THE RIG REPORT5The Process of Dry DockingA look into the routine and regulatory maintenance of Manson vessels.MANSON LEARNING NETWORK23Master Learning FacilitatorDouglas Boehm understands the importance of training and its positive impact on the whole person.CREW CONNECTION9Premium Piledriving by the VALKYRIE Crew The camaraderie and experience of the VALKYRIE crew drives their success.BUSINESS OPERATIONS25Behind the Scenes with the Business Ops TeamThis small but mighty team supports hundreds of employees across the nation.HEAVY LIFTS11Recovering the ALEUTIAN ISLEManson’s recovery of a sunken commercial shing boat in the Salish Sea.OFFSHORE15Decommissioning Oil Platforms in the Gulf of MexicoThe complex process of removing an abandoned oil platform.CONTRACTS & INSURANCE27Previewing the Manson Vendor PortalManson’s newest application will streamline processes for vendors and employees.MANSON PEOPLE28Milestones and RetirementsRecognizing years of professional dedication.19P-834 SEAWOLF Class Service Pier ExtensionManson team rises to the occasion on this complex and challenging project.MARINE CONSTRUCTION1151

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Manson Navigator | Fall / Winter 2022 2MESSAGE FROM THE PRESIDENTEditorial Team Publishers: John Holmes and Fred PaupManaging Editor: Je ArvisoEditor: Jimmie CollinsGraphic Designer: Alvaro Leal de la TorreSta: Sarah Ness, J.Anthony Tedpahogo, Sunny T. WardContributors Brian Barnes, Thomas Barrett, Joe Barney, Hogan Bourgeois, Becca Clark, Michael Coakley, Kurt Dever, Daniel Diaz, Brett Diener, Ross Dombrowski, Justin Enjo, Gary Ketterl, Bill King, Matt LaRue, Kristi-lyn Levesque, Dave McPeak, Jacqueline Parenteau, Laurie Pinard, Carey Shannon, Frank Yang.Manson Construction Co. is an Equal Opportunity Employer.© 2022 Manson Construction Co.MANSON® is a registered trademark of Manson Construction Co.No part of this publication may be reproduced or transmitted in any form or for any purpose without the express written permission of Manson Construction Co.Manson enjoys a reputation as one of the best marine construction and dredging companies in the industry. That reputation has been earned over many years through the work we perform and the relationships we have built with our clients. It all starts with our project teams and our highly skilled crews, some of the most experienced and professional in the business. In this edition of the Navigator, we feature articles on three of our crews, the VALKYRIE Piledriving Crew, the Derrick 24 Heavy Lift Crew and the E.P. PAUP Offshore Crew. These crews, as with all our Manson crews, do great work, consistently planning and safely executing their work activities.In this edition, we also recognize several groups at Manson who often work behind the scenes in support of our project teams. We include a feature on our vessel dry docking program, just one of the many responsibilities of the equipment department, who maintain our marine equipment eet. We also highlight work from our Learning and Development Department, the Survey Group and our Business Operations Team. These groups are all part of our larger effort to ensure our projects have the support, resources and equipment they need to be successful. Lastly, I’d like to thank all our Manson employees for their continued support of our IIF™ Safety Culture. This year, our safety performance as measured by standard industry statistics, are some of the best in company history. This is only possible through the dedication of our employees who work daily to prevent injuries and incidents. It has taken a lot of work to get where we are today, but I am condent we can continue to improve with all your support.Our People Arethe Dierence Manson Navigator | Fall / Winter 2022 2John A. Holmes, PresidentPHOTO CREDIT | JACK FERNANDEZ—PROJECT MANAGERPier 6 visit (L-R): Fred Paup, Travis Remick (Liberty), Laurie Pinard, Marianne Luft (Liberty), Cameron Bedard (Propel), John Holmes, and Jim Binder (Propel).

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Fall / Winter 2022 | Manson Navigator3NEWS3MANSON ON SOCIAL MEDIA Fall / Winter 2022 | Manson Navigator3Join the conversationManson Construction Co. is now on social media platforms LinkedIn, Facebook, and Instagram!Our social media accounts highlight projects, people, regional events, and history lessons about Manson’s rich legacy of building the nation’s marine infrastructure and waterways.Give us a follow!Kerly Olivares Taipe was promoted to the position of IT Director in October 2022 after Joe Hussin announced his decision to retire at the end of the year. Kerly joined Manson’s IT team nearly two years ago as an IT Systems Security Engineer and was later promoted to IT/OT Cybersecurity Manager. She has been instrumental in organizing and strengthening Manson’s IT security and compliance, demonstrating her skills to take on this important leadership role. In addition to prior experience as an IT Director at a large international industrial company, she also holds technology certications from Microsoft and other technology vendors as well as a PMP designation. Kerly holds several degrees including a Bachelor of Computer Science, a Master of IT Management, and an MBA. We are look forward to the continued evolution of Manson’s IT capabilities under her leadership.Kerly Olivares Taipe Promoted to IT DirectorWRITTEN BY J ANTHONY TEDPAHOGO—COPYWRITERManson Construction Co. is pleased to announce the hiring of Jon Rodriguez as Chief Financial Ofcer (CFO) working at the corporate headquarters in Seattle, WA. In this role, Jon has responsibility for several departments including Finance & Accounting, Information Technology, and Human Resources. With more than 30 years of experience in the engineering and construction industry and 25 years of those in CFO roles, Jon brings a proven record of performance and years of industry experience that will help introduce important business systems within Manson. Manson Construction Co. Names Jon Rodriguez as New CFOWRITTEN BY J ANTHONY TEDPAHOGO—COPYWRITERSCAN THISQR CODEto read the press releaseChief Financial Ofcer Jon Rodriguez IT Director Kerly Olivares Taipe

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Manson Navigator | Fall / Winter 2022 4Every November, Manson participates in the National Corporate Compliance and Ethics Week by hosting several activities that promote the importance of ethics and com-pliance. One activity this year fostered amazing conversa-tions when Manson employees shared what it means to them to work for an ethical company. Below are some of the themes from our employees’ responses:Strong Speak-up Culture: Manson has a strong speak-up culture which supports the stop work authority and responsibility that we all have. Employees are encouraged to voice our concerns, asking questions such as, “Hey, does this look right; Is this safe; Can we do it better?” Having a robust ethics program fosters a good working environment. Trust and Relationships: Manson employees know we can rely on our colleagues to act truthfully, ethically, and with high integrity.Business Partners: Manson’s reputation for quality, safety and fair dealing is appreciated by our clients, vendors, subcontractors, and regulators.Personal Satisfaction: The way Manson embraces ethics makes it fun to come to work. We get to work in a place where we know we will never be asked to make decisions that are unethical. Peace of Mind: Acting and working for an ethical company gives us peace of mind and allows us to sleep well at night. Values: A company that has high ethical standards cares about its employees. Having such a strong ethics culture has set the tone for many of our programs – including the DEI program and its ideals.Integrity: We take a great deal of pride in the work we do and our history of integrity. Ethics at Manson means doing what we say we will do and delivering on our promises. Doing the Right Thing: Making the right decision early on saves headaches and problems later. When issues come up that just don’t seem right, we know there is time to stop and think before proceeding. We know it is important to nd the most ethical way to solve the problem, with the best solution possible, and not just the fastest or cheapest way. Policies and Procedures: Having a robust ethics program sets boundaries to protect us—and the company—from making unethical decisions. Our policies and procedures help us to stick to our core value of doing the right thing. Support: Ethics is a facilitator of the truth. Rooted in our core val-ues—we know there is no grey area—which means we will always be supported in doing the right thing. Transparency: There is nothing to hide. Working for an ethical company takes a lot of stress off day-to-day decisions Manson employees make. We can be condent choosing to do the right thing, regardless of the impact to the schedule, cost, and the legal ramications. Personal Responsibility: Manson’s ethics and safety programs tends to trickle into our personal lives. When we see something on the drive home, on the news, or when it is time to make a personal decision, many of us think, “What is the Manson way?” By supporting each other and encouraging our colleagues to do the right thing, we continue to build a reputation of trust and integrity at Manson.ETHICS & BUSINESS RESPONSIBILITYWhat Does Ethics At Manson Mean To You?WRITTEN BY JOHN D. HECKEL - CORPORATE ETHICS & COMPLIANCE OFFICERCorporate Ethics & Compliance OfcerJohn D. Heckel

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Fall / Winter 2022 | Manson Navigator5Manson’s iconic red and white vessels can be found working on marine construction and dredging projects across North America. These reliable vessels are one of the company’s prime assets and require routine and regulatory maintenance, often through dry docking, to keep them shipshape. Dry docking is essential to extending the life of the eet.Dry docking is the process of taking a vessel to a shipyard for inspection and/or repairs of areas of the ship that are usually submerged. Manson vessels—such as derrick barges, hopper and cutter suction dredges, tugboats, and even at barges—routinely undergo the process. Much like a car requires regular upkeep to maintain its roadworthiness, maintenance of these vessels ensures they are project ready. Select vessels at Manson must address both preventative and necessary measures to comply with the standards of the United States Coast Guard (USCG) and the American Bureau of Shipping (ABS), both of which require regular maintenance and service.WRITTEN BY J ANTHONY TEDPAHOGO—COPYWRITERThe Process of Dry Docking Fall / Winter 2022 | Manson Navigator5

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Fall / Winter 2022 | Manson Navigator7Preparations Before Dry DockA Manson port engineer and equipment engineer work together to write up technical specications that ensure Manson vessels undergoing dry dock are compliant with the USCG Code of Federal Regulations as well as ABS regulations. This step is crucial during the preparation phase because it allows Manson to meet ABS load line requirements and receive the USCG Certication of Inspection (COI), permitting the ship to sail from port to port in the U.S.A. This preparation work helps dene the shipyard’s scope of work before crews set sail to dry dock. Next, Manson will remove all tires on the vessel, open hatches and seals, purchase paint, and hire a representative to act as a liaison when the vessel arrives at the dry dock. Initial InspectionMembers of Manson’s Equipment Department, including the port engineer and equipment engineer, collaborate with Manson’s yard personnel to inspect the vessel and identify areas of the ship that require maintenance and repair. One of the main concerns involves examining the hull to determine if there are signs of structural damage. According to the ABS, the wear and tear of a vessel’s hull components cannot fall below 75% of the ship’s structural integrity. Following the rule of ‘measure twice, cut once,’ Manson often hires a third-party contractor to conduct ultrasonic testing (gauging) to inspect the hull. Gauging includes monitoring the bottom and side shell plating of the hull and the internal brackets and stiffeners. Depending on the type of vessel and if the ship is classed or requires a COI, the USCG will assist the ABS with the inspection to identify any additional wear and tear to various sections of the ship. Various parts of the vessel are inspected for damage such as bent frames, pitted metal, warped surfaces, and miscellaneous vessel components that need replacement according to the specications. At the Dry DockOnce the vessel arrives at a oating dry dock, shipyard personnel help to navigate the boat into position to sit on top of the keel blocks. With the vessel set in place and anchors hooked to the anchor wires, the water is drained to allow the dock to rise and expose the ship’s hull. Before the dry dock crew begin work on the vessel, they also perform a thorough inspection of the ship’s hull. The dry dock crew begin work on the vessel by sandblasting the entire surface area of the hull to remove excess material and to identify any fractures. Components like the sacricial anodes—metal material used to protect the coating of the hull—are one of the main items on the ship that are often replaced. PHOTO CREDIT | JOE BARNEY—DREDGE CAPTAINDerrick barge NJORD departing the Seattle Yard after initial inspection.7 Fall / Winter 2022 | Manson Navigator

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Manson Navigator | Fall / Winter 2022 8With structural repairs, crews will work closely with ABS on each section of the vessel that needs xing. Sections of the hull that have been replaced or xed are tested for leaks and fractures by both the shipyard crew and ABS. Throughout the dry dock process, personnel from Manson’s Equipment Department remain onsite to keep tabs on the vessel’s progress. Post-Maintenance InspectionManson, the dry dock crew, and the ABS work together in stages to send off the vessel. Cleaning the dry dock is an important stage of the process, as material from the sandblasting, repair, and recoating can cause environmental harm in the water. Once crews wrap up any spillage into the dry dock, Manson conducts a nal leak test to ensure the vessel is ready to navigate the waterways. Types of Dry DocksDepending on the size and condition of the vessel, there are several different types of dry docks that can be used to repair and maintain seacraft. 1. Patent Slip (also known as Slipway or Marine Railway): This dock is an inclined plane that uses a cradle to pull the ship out of the water and onto a slip. 2. Ship Lift This dock can only be used for vessels that weigh between 800 to 25,000 tons. The concept is like the patent slip, with a platform that sits below the ship, which uses cradles along with winches to lift the ship into the correct position so the shipyard can get to work. 3. Cradle Lift (also known as Travel Lift) This process involves the use of slings that wrap under the vessel to hoist it out of the water. The lift is wheeled and moves the vessel throughout the shipyard. 4. Syncrolift The syncrolift dry dock works in that keel blocks are pre-positioned when the lift is up and dry. The platform is then lowered into the water when the vessel is accepted into the syncrolift. Once the vessel is in, the lift is raised via winches and wires on both sides until the vessel is raised out of the water. 5. Excavated (also known as Graving): Built on land, the excavated dry dock is a large box-shaped basin with walls, blocks, and gates. The process is similar to a oating dry dock (see below). 6. Floating: The U-shaped oating dock is a mobile pontoon with sponsons on two sides. Tanks on the dock are lled with water, allowing it to submerge temporarily so that the vessel can enter. After it is in position over pre-positioned keel blocks, the water tanks are emptied, allowing the dock to rise. The oating dry dock process is Manson’s typical choice for vessel maintenance and repair. PHOTO CREDIT | GARY KETTERL—PORT ENGINEERTowboat GLADYS M in dry dock.8PHOTO CREDIT | GARY KETTERL—PORT ENGINEERDerrick barge NJORD in dry dock. Manson Navigator | Fall / Winter 2022

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Manson Navigator | Fall / Winter 2022 10Manson’s 135-ton derrick barge VALKYRIE has worked up and down the West Coast on some of the company’s most ambitious projects. One of the company’s premiere rigs, the VALKYRIE hosts a hard-working crew whose camaraderie and project experience have been critical to their success of completing projects year in and year out. General Foreman Eddie Heredia—considered a legend to many in Manson’s California regional ofces—understands the importance of surrounding oneself with a crew that trusts, relies, and supports each other. “Having a crew where each member understands their role is the best feeling in the world,” Eddie explains. “I think it helps that all of us have been together and we know what needs to get done on all these different jobs.” The crew—depending on if members are pulled away to different projects—consists of Eddie, Crane Operator Casey Prowse; Piledrivers Tony Diaz and Vincent Diaz; Piledriver Ricky Sanchez, Oiler Bryan Locke, and Deck Engineer Bradley Carter, who have all completed ground-breaking projects for Manson. The longevity and experience of the VALKYRIE crew starts with Eddie, who was introduced to pile driving by his dad more than 40 years ago. “My dad drove piles for three decades starting in the 1950s,” Eddie says. “He taught me all that he knew about pile driving and marine construction and the experience inspired me to follow in his footsteps.” After decades of working as a deckhand and eventually a pile driver for several contractors in California, Eddie joined Manson in 2000. Not long after, he joined the VALKYRIE and forged a brotherhood with the crew that has lasted more than 20 years. “Eddie is a wealth of information when it comes to pile driving and working on the rig,” explains Project Superintendent Christopher Eagle. “When I rst got hired on at Manson in 2004, I had the opportunity to work on the VALKYRIE and learn from Eddie and the crew.” The VALKYRIE crew are a tight-knit group of experts who rely on each other to complete projects in a safe and timely manner. The team of seven live by three rules while on the VALKYRIE: Do your job; Call out for help; and Demonstrate safety. “Safety is our focus 100% of time whenever we are on the VALKYRIE,” Eddie says. “We assess and exercise every option before we make moves in order to avoid dangerous situations that can lead to serious injury.” The VALKYRIE crew have seen their fair share of projects, one of them being the TraPac Terminal Expansion Berth 145-147 project for the Port of Los Angeles in California. In 2009, Manson was hired to modernize and expand Trans Pacic’s aging and underutilized 7.6 million sq. ft. container terminal to meet the Port’s current operations. The job consisted of the demolition of an aging timber wharf and the partial demolition of a concrete wharf. In addition, the project required deepening the waterside at Berths 145-147, construction of a new wharf, and an upgrade to backland work. Manson mobilized two derrick barges—the VALHALLA and VALKYRIE—to assist with pile driving operations. “The TraPac project was one of the biggest projects we’ve worked on as a crew,” Eddie explains. “It’s a project that I will always remember because of the amount of piledriving we did.” The VALKYRIE shared the workload with the VALHALLA to remove 791 timber piles and 347 concrete piles. With the help of a landside crane, the VALKYRIE drove 699 concrete piles ranging in length from 47 ft. to 118 ft. The 27-month long project ended in 2012, adding 2.9 million sq. ft. to the Port’s terminal capacity including backland improvements. The TraPac Terminal Expansion project is just one of the many jobs under the VALKYRIE crew’s resume. Other notable projects include driving production piles at Naval Base San Diego (NBSD) in California, for multiple projects including Pier 10, 12, 8, and most recently Pier 6. In Spring 2021, Manson was contracted by the U.S. Naval Facilities Engineering Systems Command (NAVFAC) Southwest to demolish and reconstruct Pier 6 at NBSD. The P-443 Pier 6 Replacement project will enhance and support berthing for modern naval and auxiliary ships. The new marine structure is nearly identical to the pier replacement projects at Pier 8 and Pier 12 at NBSD—also completed by Manson within the last 5 years—along with similar enhancements to accommodate naval equipment. The VALKYRIE crew driving piles at NBSD is a familiar sight.“Eddie and the VALKYRIE crew are one of the best piledriving crews in the industry,” says Project Sponsor Matt LaRue. “A lot of those guys have been together for a long time which makes them one of the best.” The VALKYRIE crew completed driving 517 piles at Pier 6 in late June 2022, incident and injury free and ahead of schedule, setting up the project for success. Since they nished the job at Pier 6, the crew got called to work on the P-224 Causeway, Boat Channel and Turning Basin & P-226 Ammunition Pier project in Seal Beach, CA, Eddie explains. “The crew is always ready to go and eager to help out on the next job.” CREW CONNECTIONPHOTO CREDIT | DANIEL DIAZ—EHS SPECIALIST The DB VALKYRIE crew after driving the last pile at FireboatStation 20 for the Port of Long Beach. Pictured (L-R): Tony Diaz, Bradley Carter, Bryan Locke, Vincent Diaz, Casey Prowse, Ricky Sanchez, Ralph Lopez, and Eddie Heredia.10

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Fall / Winter 2022 | Manson Navigator11Recovering the ALEUTIAN ISLEIn mid-August 2022, the ALEUTIAN ISLE sank in the Salish Sea, just west of the San Juan Islands off the coast of Washington. A team made up of the United States Coast Guard (USCG) and Global Diving and Salvage (Global) responded to the initial search and rescue incident for the vessel. All members aboard were located and rescued safely, but the boat—with a fuel capacity of 4,000 gallons—had sunk to a depth of 250 ft. while carrying 2,500 gallons of diesel fuel. An oil sheen stretching out nearly two miles from the sunken vessel had quickly formed and the leaking needed to be controlled. The U.S. Department of Ecology, the USCG, and other supporting agencies conducted overights to monitor the area and ensure the safety of marine animals that frequent the San Juan Islands, including the endangered southern resident orcas. Global’s dive crews found the area challenging to work in due to the depth of the vessel would require special equipment and gas mixture to allow the divers to reach the boat. After Manson was contracted by Global, Kurt along with the Seattle Yard crew and Derrick Barge 24 (DB24) crew assisted Global to load the required equipment and specialized gas cylinders onto the DB24 to be towed to the jobsite. “That particular area where the ALEUTIAN ISLE sank proved challenging for divers because of strong currents in the area—as well as the limited dive time due to the depth of the dive and unpredictability of slack tide,” Kurt explains. “The slack tide times did not match up with what was shown on the tide charts, and divers only had approximately 40 minutes of dive time on the vessel each day before having to resurface and enter their decompression chamber.” Despite these difculties, divers successfully secured the vessel and removed extra shing nets that would disturb the hoisting of the boat. When Manson crews hoisted the sunken 49-ft ALEUTIAN ISLE shing boat to the surface, there was a collective sigh of relief—but Project Engineer Kurt Dever knew the job was far from done. “With everything that happened up to this point on this salvage, we still had to pull off a few major moves before we could ofcially call the project complete,” Kurt says.WRITTEN BY | J.ANTHONY TEDPAHOGO—COPYWRITER““With everything thathappened up to this point on this salvage, we still had to pull o a few major moves before we could ocially call the project complete.PHOTO CREDIT | KURT DEVER—PROJECT ENGINEERDivers’ LARS (Launch and Recovery System) shown at the working end of the DB24.11

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Fall / Winter 2022 | Manson Navigator13Due to the depth, this salvage called for a unique rigging process to recover the ALEUTIAN ISLE from the bottom of the sea oor. The DB24 crew worked with Global to hook up the bow and stern connection points to the vessel. Once all the connections to the vessel were made, crews began the hoist, which took approximately three hours.Once the ALEUTIAN ISLE made it just above the surface, Global began defueling and dewatering to reduce the boat’s weight. “Global had estimated the boat would weigh around 80 tons after defueling and dewatering,” Kurt says. “Even after defueling and dewatering as much as they safely could, they could not get the weight under 100 tons.” The rigging on the DB24 was approved to hoist up to 100 tons, but because of the vessel’s excess weight, Kurt and the DB24 crew called an all-stop, reassessing their next steps to avoid compromising the wire slings. Holding the vessel in place with the crane’s hook off the working end of the barge, the crew secured the vessel in place for the night using air tugger cables and tag lines until a new plan could be established.Looking to nd a fast, safe, and efcient solution, the Manson crew collaborated with Global, the Dept. of Ecology, and the USCG to nd a better way to hoist the ALEUTIAN ISLE completely out of the water. With previous troubles arising from the strong currents, limited dive windows, and weather conditions, all parties agreed that transporting the vessel to a shallower, calmer area would be the safest and most reliable option. The DB24 crew pulled its anchors and mobilized—with the vessel still on the hook—just north to Mosquito Bay, mooring the derrick barge next to the M64 barge being stored on a buoy. “The current and water depth within Mosquito Bay was way more manageable, and the location was partially protected by land,” Kurt says. “Global was able to continue PHOTO CREDIT | KURT DEVER—PROJECT ENGINEERThe ALEUTIAN ISLE when it rst breached the water’s surface on Sept. 17.PHOTO CREDIT | BEN TORNBERG—PROJECT SPONSORDB24 crew (L-R): Frank Blakely, Frank Pineda, Josh Mitton, Graydon Bennett, Kurt Dever, Jim Heather, Memo Castellon, Robin Winsley, and Gordon Hill.13 Fall / Winter 2022 | Manson Navigator

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Manson Navigator | Fall / Winter 2022 14defueling and dewatering the boat while we prepared to switch out the rigging conguration to hoist up to 150 tons.” Once the additional fuel was removed, the vessel was re-sunk (under control) to the sea oor and re-rigged using larger wire slings. The crane then lifted the boat up and now completely out of the water, and set and secured it onto the Manson 64 barge. Before the crew brought the vessel back to Manson’s Seattle Yard, the USCG inspected the ALEUTIAN ISLE to ensure it could be safely transported. On a weekend in mid-September, the DB24 and crew, along with the Manson 64 barge and it’s new cargo, arrived back at the Seattle Yard. Manson worked with the Dept. of Ecology to maintain, clean, and prepare the vessel for eventual transportation to the Seattle Iron & Metal further up the Duwamish River for scrapping.“We normally don’t perform salvages at these depths, so this vessel recovery was a rst-time for Manson,” says Superintendent Gordon Hill. “We have a bunch of hard-working and talented individuals on the DB24 who helped get things done.” PHOTO CREDIT | J.ANTHONY TEDPAHOGO—COPYWRITERDB24 transferring the ALEUTIAN ISLE to the Seattle Iron & Metals Corporation scrapyard on the Duwamish River in Seattle, WA. Manson Navigator | Fall / Winter 20225FACTSABOUT THE DB241. Joined Manson’s eet in 1984. 2. Has a 400-ton lift capacity.3. Designed with a “folding gantry” allowing it to be towed under lower clearance bridges. 4. The crane on the DB24 (originally mounted on what is now called the DB VALKYRIE) is a Model 42 manufactured by Clyde Iron Works.5. Built with a removable sponson (pontoon) barge section, making the DB 24 one of the largest derrick barges that can pass through the Ballard Locks to access Lake Union and Lake Washington.14

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Fall / Winter 2022 | Manson Navigator17Purpose of Platform Abandonment This highly specialized work involves the removal of aging platforms that support the extraction of natural gas and petroleum located in oil wells beneath the seabed. These aging platforms become less productive over time, until they are no longer economically viable. “These platforms are often abandoned and must be decommissioned as regulated by agencies like the Bureau of Safety and Environmental Enforcement (BSEE),” says Offshore Construction Estimator Hogan Bourgeois. The BSEE has an ‘idle iron’ policy that states that any platforms that are no longer operational must be dismantled within one year. According to Hogan, an “idle” platform is an unmanned structure that has failed to produce resources over a ve-year period. Why Platform Abandonments are NecessaryAccording to the Outer Continental Shelf Lands Act (OCSLA) and the U.S. Department of the Interior, non-producing platforms must be removed as they may pose safety, environmental, and/or navigational risks. During severe weather conditions, oil platforms can topple, causing signicant damage to the surrounding environment. Various components from these structures, such as electronic equipment, wiring, and tanks, can sink to the bottom of the ocean, affecting marine life. In addition, loose material and supplies pose a nancial risk. Damaged structures can cause oil wells to leak into the ocean, posing serious risks to the ecosystem, marine life, and to personal and commercial vessels. Manson In the Gulf of MexicoIn 2022, Manson was contracted by oil and gas corporations to complete more than thirty lump sum platform removals. The derrick barge E.P. PAUP—one of Manson’s mainstay vessels in the GoM—will continue to work into late 2022. Decommissioning projects like these can take anywhere from a few days to a couple of weeks, with the E.P. PAUP staying busy during the GoM standard weather window from May to October. After that, the derrick barge will return home to Houma, LA, to wait out the Winter season and prepare for the next working season.Preparation for Decommissioning PlatformsForecasting, scheduling, regional weather considerations, and length of project are among the many things that must be monitored prior to mobilization. Weather conditions play a large role in these jobs and are usually at the top of the list when planning decommissioning. Stages of RemovalStage 1: File the necessary paperwork.OCSLA regulations administered by the BSEE require operators to obtain prior approval of the platform removal methodology. Stage 2: Perform Plug and Abandon eld work.This includes plugging all wells supported by the platform.Stage 3: Conduct facility preparation eld work.This involves ushing hydrocarbons from existing equipment on the platform. Stage 4: Perform pipeline removal and decommissioning eld work.Cleaning and removing all production and pipeline risers supported by the platform often coordinated through multiple operators.Stage 5: Structure removal eld work.The topsides equipment is cleaned and broken into sections for lifting onto crane barges; The well casings are severed 15 ft. below the mudline; Then the platform is removed from its foundation by severing all bottom-founded components at least 15 feet below the mudline; the platform is then taken for disposal in a scrap yard or fabrication yard, or placing the platform at an articial reef site.Stage 6: Site clearance eld work. Site clearance verication is performed to ensure that no debris or potential obstructions to other users of the OCS remainStage 7: Submit nal paperwork. Fall / Winter 2022 | Manson Navigator17PHOTO CREDIT |DAVE MCPEAK—TOWER OPERATORDerrick Barge E.P. PAUP on the Four Pile Removal project in the Gulf of Mexico.

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Manson Navigator | Fall / Winter 2022 18In addition, maintaining equipment during the offseason, and training of company personnel contributes to the success of each decommission. Lastly, completing regulatory compliance, work plans and load charts, and ensuring material barge turnaround well in advance allow timelines to be met as early as possible. How Removals Are PerformedOver the past decade, the offshore energy industry has averaged 200 platform removals per year. Platforms generally consist of two parts for decommissioning purposes: the topside (the structure visible above the waterline) and the substructure (the parts between the surface and the seabed, or mudline). In most cases the topsides that contain the operational components are taken to shore for recycling or re-use. The substructure is severed around 15 ft. below the mudline, then removed and brought to shore to sell as scrap for recycling or refurbished for installation at another location.Converting Platforms to Articial ReefsAs of 2021, more than 600 platforms have been converted into permanent articial reefs in the GoM. After several years in the water, each structure becomes covered by epifaunal organisms such as oysters, mussels, barnacles, tunicates, sponges and corals. These create an increasingly complex surface that provides thousands of nooks and crannies for organisms such as crabs, worms, sea urchins and blennies to enjoy. This small ecosystem of creatures provide food for larger sh species, allowing the structure to benet ocean life. Since 2009, Manson has converted 38 platforms into articial reefs in the GoM. The process can be completed by using three different methods (1) Reef in place; (2) Topple in place; and (3) Tow-and-place. The rst method—Reef-in-Place—involves topping the jacket structure by mechanically severing it a minimum of 85’ below waterline. The base remains uncut, the upper is either disposed on shore or set next to the base.The second method is to Topple-in-Place. This method topples the jacket structure that is detached from the seabed on its side in-place. Piles and jacket legs are severed at least 15 ft. below the mudline. Finally, the Tow Method involves severing the structure from the sea oor either using explosives or mechanical cutting techniques, towing the structure to the selected reef site, and toppling the structure using the Anchor Handling Tug.OFFSHORE18Method 1: Reef-in-Place Method 2: Topple-in-Place Method 3: Tow MethodPHOTO CREDIT | DAVE MCPEAK—TOWER OPERATORDerrick Barge E.P. PAUP in the early morning on the Gulf of Mexico. Manson Navigator | Fall / Winter 2022

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Fall / Winter 2022 | Manson Navigator19P-834 SEAWOLF Class Service Pier ExtensionThis Fall, Manson completed the P-834 SEAWOLF Class Service Pier Extension project at Naval Base Kitsap-Bangor (NBK) in Silverdale, WA. The three-year $91.6 million-dollar project for Naval Facilities Engineering Command (NAVFAC) Northwest, involved the demolition and construction of a 520 ft. by 68 ft. general purpose submarine berthing pier extension, two concrete oating camels, an upland parking lot, utility installations, a new air compressor building, existing pier building modications, a small craft oat, wave break. A new portal crane will also be added in 2023. Preparing for SEAWOLFThis critical defense infrastructure project—which started in Spring 2020—began with the mobilization of Manson and subcontractor personnel to NBK. They logged timber to clear the way for the laydown area. Manson crews worked with civil subcontractor Tunista Construction, LLC to complete the site preparation work, which allowed Manson to store heavy equipment and tools for the project. Over the next two summers, the laydown area was transformed into a permanent parking lot supporting Naval operations at the new pier.In the Fall of 2020, when it was time to begin pile driving operations for the construction of the pier extension, Skyline Steel provided and delivered the steel pipe piles—measuring 36 in. diameter, ranging from 97 ft. to 174 ft., and weighing up to 65,000 lbs.— to Manson’s Seattle Yard. Due to the long length of the piles, truck deliveries utilizing steer cars could only occur at night with mandatory police escort. The Seattle Yard Crane was used to load out the piles onto Manson barges for transport to the project site. For pile driving operations, Manson derrick barge SCANDIA was equipped with a xed spotter and hanging leads to eliminate the need for a template. A second set of offshore leads, commissioned by Manson’s Equipment group, allowed the crew to quickly swap between an APE 400 vibratory hammer and a D-100 impact hammer during the driving operation. Permit and environmental requirements provided limitations and conditions on which type of hammer could be utilized throughout the driving, so it was critical that the process of swapping the hammer was efcient. A rotating eet consisting of the M50, M58, and M64 at barges fed the piledriving operation, keeping a steady supply of piles moving from Seattle to NBK.Challenges at SEAWOLFAt NBK, the SEAWOLF project team faced several challenges during the rst phase of piledriving. The site contained a large amount of hard glacial till—sediment deposited from glaciers—that prevented crews from achieving design tip elevations. Manson’s project team collaborated daily with NAVFAC, and design engineering rm WSP USA, Inc. This included using as-built hammer blow count information to customize the appropriate nal embedment depths and accommodate this geotechnical issue while maintaining the tight schedule. While Manson crews were onsite performing pier demolition in preparation for pile driving, a group of harbor seals started to appear around the in-water work site. The project required that a team of professionally-trained marine mammal observers be present onsite during certain work activities – primarily while piledriving. At varying times, the SCANDIA crew had to halt piledriving operations when the seals were observed to be swimming around the jobsite. NAVFAC was able to work WRITTEN BY | J.ANTHONY TEDPAHOGO—COPYWRITERPHOTO CREDIT | BECCA CLARK—ENGINEERSCANDIA and DERRICK 6 working on the pier extension.19

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Manson Navigator | Fall / Winter 2022 20with the permit regulators to obtain permit clarications which provided more exibility for Manson crews to continue to piledriving, even when seals were within the work site. Both the geotechnical and marine mammal challenges at NBK caused delays to Manson’s piledriving schedule. With a collaborative effort, the project team and SCANDIA crew nished their rst season of piledriving before the in-water work window closed on January 15, 2021.Constructing the Concrete Deck at SEAWOLFThis project was an extension of the existing pier structure, requiring extensive coordination with ongoing Naval operations to construct the concrete deck while the facility remained operational. The two piers—existing and new structure—connect at a narrow 50-ft. section and share the same existing access trestle. The new pier juts out at a 30-degree angle from the existing pier, so a connector bridge—known as a junction slab—was used to link the two structures together. All concrete and utility operations had to start at this complex and crowded junction slab before reaching other sections of the new pier.The new pier supports two modern submarines at a single berth, a pier-mounted portal crane, and an air compressor building that supports the adjacent existing service pier and operations facility. The pier contained mechanical trenches and electrical duct banks that were designed to run within the pier deck, creating very tight conditions for tting in all the utility lines. Partnerships with mechanical & electrical subcontractors, Holmes Mechanical and Sturgeon Electric, allowed Manson to solve these challenges as a team in collaboration with the client.Floating Camels To berth the Navy’s state-of-the-art submarines, Manson installed two precast concrete oating camels to serve as the berthing structure, allowing submarines to dock at the pier. The camels are tapered to account for the submarine hull’s curvature and provide a safe and stable mooring setup designed to run up and down along driven guide piles throughout the tide cycle. The Navy has utilized steel-framed camels to berth submarines at their facilities. To increase the camel lifespans and decrease lifecycle costs, the Navy opted to use precast concrete for this pier. The camels were fabricated by Concrete Technology Corporation within their graving dock in Tacoma, WA. Casting in the graving dock allows the camel to be built in the “dry” and then oated out and towed to the jobsite after the graving dock has been re-ooded. Due to the non-uniform shape of the camels and natural instability of them until they are secured and trimmed and ballasted at the pier to sit level, the structures required supplemental oatation and careful handling from the moment they were launched in the graving dock. In addition, all the voids were lled with closed cell foam to mitigate against any future leaks.The SEAWOLF project presented a variety of challenges, and Manson’s project team rose to the occasion. Through collaboration, partnership and innovation, the team worked diligently to successfully complete the work.PHOTO CREDIT | BECCA CLARK—ENGINEERDERRICK 6 working on the pier extension.MARINE CONSTRUCTIONPHOTO CREDIT | FRANK YANGFloat-out of pontoons from Concrete Technology Corp., Tacoma, WA.20 Manson Navigator | Fall / Winter 2022SCAN THIS QR CODEto watch a video about Floating Concrete Mooring Camels

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Fall / Winter 2022 | Manson Navigator21When it comes to Manson’s experienced Survey Group, Survey Manager Ken Quiñones understands the work they do is more than meets the eye. “The work of the Survey Group is often overlooked by those who don’t understand the process,” Ken says. “There is more to surveying than calculating volumes of material for a dredging project.” The department is an orchestrated ensemble of seven individuals including Ken; three Senior Survey & Guidance Electronics Engineers—Brian Barnes, Eric Whiddon, and Donnie Smith; Dredge Quality Management & Dredge Electronics Engineer Carlos Vizcarrondo; Field Engineer Ashley Mueller—temporarily joining the Group via Manson’s Training Work Assignment program, and Administrative Assistant Jacqueline Parenteau. Together, they complete various tasks overseeing reliable, safe, accurate, and quality surveys for dredging projects across North America. The group is also responsible for electronic positioning and reporting systems used onboard Manson equipment to carry out the dredging process. Each member is responsible for their own tasks and duties to keep things on track on a variety of fronts. “Every role within the Survey Group is important because everyone plays an integral part in our success,” Ken says. Surveys and Electronic Positioning The Survey Group’s primary role is to support Manson’s regional dredging operations by providing strategic planning, communication, and training in complex instruments and methods that help ensure projects run smoothly—a task made possible by the Survey Group and eld engineers assigned to the project to get the job done. Hydrographic surveys are conducted from a survey boat outtted with modern positioning and sonar devices. Information from the “hydro” data is used to calculate quantities of material, monitor the dredging progress, and develop the best strategies to maximize efciency. Hydrographic surveys occur before, during, and after a project. The group, along with Manson project teams and dredge crews, review and track information collected with the boat’s advanced instrumentation to ensure dredging takes place at the right` location and at the correct depths. During dredging operations, the Survey Group also assists project management teams to identify and resolve discrepancies that From Dronesto Radioactive Material:A Look at Manson’s Survey Group PHOTO CREDIT | BRIAN BARNES—SENIOR SURVEY & GUIDANCE ELECTRONICS ENGINEERSurvey Manager Ken Quiñones (using the prism pole and data collector), and Engineer Ben Herbay (on safety watch) surveying the Jacksonville yard. Fall / Winter 2022 | Manson NavigatorPHOTO CREDIT | SURVEY GROUPDredge Quality Management & Dredge Electronics Engineer Carlos Vizcarrondo holding Manson’s advanced mapping drone.21WRITTEN BY J ANTHONY TEDPAHOGO—COPYWRITER

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Manson Navigator | Fall / Winter 2022 22may occur between Manson’s data and the United States Army Corps of Engineers. “Discrepancies between surveys can easily result in signicant differences on the project’s bottom line,” Ken says. “The key is to ensure Manson’s project management teams and dredge crews have the most accurate information to complete the project safely, efciently, and in accordance with the contract.” Emerging Drone Technology With support from Manson’s executive leadership, Ken, along with several regional personnel, helped launch the Small Unmanned Aerial Systems (sUAS) Drone program in 2018. The program establishes strict protocols for the safe and proper use of any drone activity in accordance with the Federal Aviation Administration (FAA) and other regulations. To participate in drone activities, personnel must be endorsed by Manson’s Chief Operating Ofcer Jim McNally, and receive approval from a Manson area manager and Ken—manager of the drone program. The pilot must also hold a current FAA Remote Pilot certication to y one of the company’s several drones. Manson’s safety measures and strict protocols align with federal law to protect the company from liabilities regarding safety, insurance, privacy rights, and property access issues. Although xed-wing aircrafts were typically used in the past, drones now provide Manson with the ability to conduct aerial photogrammetry in-house. In addition, drones are also used for a variety of tasks including aerial videography and photography which can be used for project planning, hazard analysis, training, and marketing. The use of drones leverages Manson’s ability to save on a project’s budget and schedule. “With today’s technology, we can very quickly y a $1,500 drone and generate 3D maps of a project site,” Eric says. “We can also take full HD photos of an area but, more importantly, we can remove personnel from having to work in potentially harsh and often remote environments.” Drones are an essential tool used to create photo-realistic maps and terrain models of areas large and small, including other information like existing vegetation or environmentally sensitive areas. Drones can also be used to perform equipment inspections to help assess damage to determine if components need to be repaired or replaced. Radioactive Work Although the Survey Group’s focus is to manage survey efforts and equipment, some members have taken on additional responsibilities to support Manson’s operations. Responsible for monitoring and maintaining software programs that meet federal reporting regulations, Carlos does much more than software upkeep. “My role introduces me to new tasks and challenges every day,” Carlos shares. “In addition to managing specialized software, I serve as the company’s Radiation Safety Ofcer (RSO).” Manson holds a license to use radioactive materials from the U.S. Nuclear Regulatory Commission on dredge jobs in several states, including Washington, California, Mississippi, Georgia, South Carolina, North Carolina, and Virginia. On cutter suction and hopper dredge projects, Manson uses radioactive materials to carefully monitor the density of material moving through the dredge’s pump systems in real time. This information is critical to help maximize dredge production and prevent the systems from getting overloaded. “As Manson’s RSO, I am responsible for ensuring the company adheres to very strict usage, regulatory and licensing requirements and to establish protocols and procedures to safeguard our crews working around the nuclear sources,” Carlos explains.The Survey Group is continuously improving processes and learning about innovative technology can enhance Manson’s capabilities and safety, but the group’s number one method is active communication to keep operations running smoothly. “Communication is a big factor in our group’s success,” Carlos explains. “We are eager to ask questions and collaborate openly with one another to nd out how to approach different situations.”PHOTO CREDIT | SURVEY GROUPSenior Survey & Guidance Electronics Engineer Eric Whiddon conducting a GPS position check.PHOTO CREDIT | JACQUELINE PARENTEAU—ADMINISTRATIVE ASSISTANTSenior Survey & Guidance Engineer Donnie Smith providing training during new engineer orientation.DEPARTMENT FOCUS 22

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Fall / Winter 2022 | Manson Navigator23Master Learning FacilitatorManson’s Master Learning Facilitator Douglas Boehm understands the importance of training and knowledge and how it positively impacts the whole person. Whether he’s facilitating the Environmental, Health, and Safety (EHS) Fall Protection - Competent Person training course for eld personnel or showing Manson instructors how to be procient facilitators through Manson Learning Network (MLN) virtual workshops, Douglas aspires to help people reach their fullest potential. Long before Douglas took up the role of master learning facilitator, he served in the United States Marine Corps (USMC) where he honed management and instruction skills in several Military Occupational Specialty roles. Additional assignments included USMC Band section leader, Marine Barracks duty, and Director of Club Operations and Finance throughout various stations across the globe. Douglas’s nal military appointment was at the Marine Corps Security Forces Detachment at Bangor Naval Submarine Base in Silverdale, WA. “After I separated from the Marines, I went to work for a beer and wine distribution company in a sales position,” Douglas says. “I worked my way up from sales to logistics and eventually to a managerial position.” Stemming from his days as a marine, Douglas’s “jack of all trades” approach to work would help him develop a variety of skills within his new management role. After working within the organization for more than a decade, Douglas leaped at the opportunity to work as a project manager for the Engineered Services Division of one of the leading height safety protection equipment manufacturers, Guardian Fall Protection (Guardian).Douglas’s new role introduced many responsibilities, including visiting jobsites to manage, perform testing on, and certify fall protection systems. Douglas would also instruct customers and users on how to utilize equipment and various fall protection systems. His knack for speaking, training, and coaching caught the attention of upper management and led to his joining the company’s training division as national training instructor. Guardian’s training division grew as Douglas helped acquire long-term contracts and relationships with organizations across various industries, including Manson.Douglas’s quality of instruction through Guardian helped build and design height safety training programs for many government organizations, including the United States Army Corps of Engineers (USACE) and the Occupational Safety and Health Administration (OSHA) as well as many other state and federal organizations. Douglas’s success in the role would ultimately see him promoted to director of training. “My time as a trainer allowed me to help people sharpen their skills—and help them bolster the safety of their people and safety culture in just about every industry one could imagine,” Douglas explains. “I was able to make countless connections with people outside of Guardian—including some EHS personnel at Manson.” In 2018, while driving home from a Guardian presentation, Douglas received a call from his wife about an EHS position at Manson’s Jacksonville ofce that she’d seen on Indeed. “After hearing about the position, I went home, did some research, applied and went through the interview process, and shined well enough to receive an offer,” Douglas says. “During that time, I was looking for a new opportunity, and Manson was a company I had grown to know, as I have always admired the organization’s safety culture and commitment to their people.”Much like in his previous professional roles, Douglas immediately cultivated relationships with his new colleagues by offering support with his knowledge on safety—especially fall protection. “I rst met Douglas in the Seattle corporate ofce in 2014 during a 24-hour Fall Protection - Competent Person class when he was an WRITTEN BY J ANTHONY TEDPAHOGO—COPYWRITER23Master Learning Facilitator Douglas Boehm

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Manson Navigator | Fall / Winter 2022 24instructor at Guardian,” says Forrest Ray, senior Gulf & East Coast EHS manager. “When he got hired in late 2018, he brought a wealth of safety and fall protection knowledge to the safety department.” With a genuine interest in supporting those around him, Douglas has developed strong connections with Manson employees across the U.S., especially with craft personnel. Douglas’s talent for instruction and his innate ability to communicate safety methods make his trainings easy to understand. “Douglas is a world-class trainer in my eyes,” says Matua Sablan, Manson West regional EHS manager. “His attention to detail and humor help people actively engage whenever they attend one of his safety classes.” Dedicated to promoting Manson’s safety culture to all employees, Douglas began working with other Manson departments to create supportive, effective learning activities for employees. “It was no secret that I aspired to work within the Learning and Development (L&D) Department, and fortunately I had some strong support from a number of colleagues to advance toward that goal.”With the support of Director of L&D Thomas Barrett, Douglas joined L&D as master learning facilitator—a role created specically for him. “This position never existed in the company before,” Douglas explains. “Essentially, my job is to assist anyone at Manson in becoming a better instructor and facilitator. The goal is to improve the quality of our internal instructors, which in turn makes our courses and the learning more effective, so our craft and non-craft people can excel at their jobs.” As master learning facilitator, Douglas’s primary collaborations are with the EHS department, though he is expanding his inuence into Operations with his work on improving Manson’s Toolbox Talks. Whether helping EHS leadership brainstorm content for safety presentations or jumping in to lead a virtual Diversity, Equity, & Inclusion (DEI) Toolbox Talk, Douglas is always ready to lend a helping hand. “The MLN’s role at Manson is to coordinate, support, and develop learning activities company-wide,” Thomas says. “Douglas, along with the whole MLN team, collaborate with each other and with personnel across the country to generate the best instructional programs for Manson.” In addition to his variety of responsibilities, Douglas has designed and delivered a completely customized Fall Protection - Competent Person course and is also helping the MLN to update and redeploy Manson’s Project Management & Operations program (PMO) along with other courses that will roll out in 2023. The MLN team, with Douglas’s help, will provide meaningful and powerful courses that will assist with the career and skills development of Manson personnel. “Douglas is a very supportive team member and is really receptive to ideas whenever we work on a task,” says Carey Shannon, L&D specialist. “One thing I appreciate is that he always supports new ideas, especially when it comes to creating virtual workshops.” Douglas says that one of the biggest takeaways as master learning facilitator is that he still has a lot to learn. “I enjoy helping people help themselves because I care about people,” Douglas says. “This role allows me to have a direct effect on people’s lives, so I strive to do the best I can, so I can help people achieve their professional goals.” PHOTO CREDIT | MLNDoug Boehm leading a 24-hour Competent Person Fall Protection Class for Manson personnel at the Houma Yard.MANSON LEARNING NETWORKPHOTO CREDIT | MLNDoug Boehm demonstrating rescue response techniques with Manson personnel at the BIMT Wharf Rehabilitation Phase 2 project in Jacksonville, FL24 Manson Navigator | Fall / Winter 2022

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Fall / Winter 2022 | Manson Navigator25Behind the Scenes with the Business Ops TeamA small collective of Manson personnel, consisting of ofce administrators and purchasing agents, support the needs of hundreds of employees throughout the country at Manson’s six regional ofces and ve marine yards. Whether it’s processing invoices for Manson’s vessel crews, helping craft workers navigate employee resources, or facilitating the shipment of a package, these talented people work behind the scenes to keep things in motion. To support the multitude of tasks of both the ofce ad-ministrators and purchasing agents, Manson’s executive leadership created the Business Operations team in July 2020. “Chief Operating Ofcer Jim McNally identied the need for a cross-support system between the ofce admins and purchasers for the business side of operations,” says West Coast Regional Business Manager Renee Williams. “The business ops team was created to bridge these two groups together.” The business ops team has contributed to the success of both the ofce administrators and purchasing agents, es-pecially for new team members. “One thing that I’m proud of is that the business ops team also supports new team members who join either the administrative or purchasing group,” Renee shares. “We have a group of people who make the onboarding process easy for new team hires because of the network we’ve established.” As a member of the team, individuals have access to a regional network of experienced colleagues who can help them track down information or assist them with difcult tasks. The team meets bi-weekly to discuss topics specic to their roles including projects, purchasing, and compliance issues. It is also an opportunity for members to share experiences and lessons learned in their roles.In her unique position as the company’s only Yard Administrator, Hope VanBruggen has honed her skills for the role which she started four years ago. Aside from the varying administrative responsibilities that are required of her role, Hope has learned to navigate the dynamic environment that is the Seattle Marine Yard. “Hope plays a critical role to ensure that Yard operations run smoothly,” says Seattle Yard Manager Ken Feldhacker. “She shows great initiative and foresight to support Manson’s Northwest projects including equipment and corporate ofce needs.” Like her colleagues in other administrative and purchasing roles, Hope has become a friendly face for the diverse craft personnel who reach out to her when they need assistance. Whenever craft workers have administrative needs to be addressed, Hope is there to make sure they are taken care of every step of the way. “Of course, I have a list of responsibilities that are required of me for my role,” Hope explains. “But it brings me joy that the craft guys can lean on me when they need something, and they are very grateful for it.” WRITTEN BY J ANTHONY TEDPAHOGO—COPYWRITER25West Coast Regional Business Manager, Renee Williams Fall / Winter 2022 | Manson NavigatorRichmond Purchasing Agent Trina McNary

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Manson Navigator | Fall / Winter 2022 26In Houma, LA, Ofce Manager Jennifer Jaccuzzo and Administrative Assistant Cindy Mitchell work in tandem to keep Manson’s Dredging and Offshore operations aoat. “As ofce manager, I do a little bit of everything from pro-cessing new hires, logging down man hours, and payroll for the Houma ofce,” Jennifer explains. “My job is dynamic in that I can be doing something completely different on Tuesday than I did Monday, but I’m glad to have a great support system here in Houma.” With more than 33 years of combined administrative experience, Jennifer and Cindy run a tight operation and both utilize extensive support from the Houma staff to ensure everyone has the tools they need to succeed. “With my role, I’m pulled every direction from processing invoices for Manson vessels to booking hotel reservations for the crew, I can manage several tasks at a time” Cindy says. “One thing I can say about the gals in the Houma ofce is that we are self-sufcient and able to get a lot done in a short amount of time.” Supporting Manson’s workforce is the number one priority for both the administrative and yard personnel, especially for the purchasing agents who handle company purchas-es. In addition to receiving orders and developing strong relationships with vendors and suppliers, the purchasing agents dedicate their time to educating themselves on the specications of materials and equipment needed for Manson’s marine yards and projects. “There’s a lot that one has to consider when purchasing parts and materi-als,” says Richmond Purchasing Agent Trina McNary. “It’s important to learn the specications because you can order the wrong part and slow down operations.” Seattle Purchasing Agent Blake Russell juggles his own set of job responsibilities that entail handling purchasing requests, processing invoices and codes, and answering FAQs on materials. “If we get a request to order materi-als for the Seattle Yard or for any Manson projects in the Northwest, I’m the go-to person in charge of sourcing those items so our crews can get the job done,” Blake says. The role of purchasing agent can be both challenging and meticulous, but according to Blake, he is just doing his job. Long Beach Purchasing Agent Nicole Stair supports projects and personnel for Manson’s SoCal region. She is often the rst stop for personnel when they need materials or equipment to get the job done. Her ability to quickly pro-cess purchases and get them delivered on time has con-tributed to the success of projects, departments, and craft members at the Long Beach ofce. In her role, Nicole has come to appreciate the strong support system set in place by the business ops team to make her job easier. “Blake and Trina are two people that I can lean on when I have a question or when I need help tracking down materials,” Nicole explains. “I’m thankful for the camaraderie between the purchasing agents and how we are supportive of each other when we need help.”BUSINESS OPERATIONS26Administrative Assistant Cindy Mitchell (left) and Ofce Manager Jennifer Jaccuzzo (right)Seattle Purchasing Agent Blake Russell (left) and Yard Administrator Hope VanBruggen (right)

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Fall / Winter 2022 | Manson Navigator27The Manson Vendor Portal (MVP)—Manson’s newest application—will provide a safe, secure, and paperless process for vendors to provide and update their important business information to Manson. The MVP, which is scheduled to launch in the rst quarter of 2023, will eliminate the old process of manual aggregation of vendor information and will collect data under a secure digital system. “The old process was a postcard that we would send out in the mail for vendors to ll out and then they would mail it back,” says Paula Shoudy-Roberts, Manson insurance administrator. “Currently, we direct companies to the Manson website to a PDF Vendor Information Form for them to ll out, but the MVP will prove to be more accessible, accurate, and secure,” Paula says.Path to MVPSince 2019, Paula has played a critical role in the planning and development of the portal working with third-party developers including frequent software collaborator Dash Point. The ideation of the MVP was Manson’s response to the fast-paced processes of the internet and the need to provide a user-friendly system for current and future subcontractors. “In the beginning, the objective was to dene what information was needed and if the MVP would be useful for vendors,” Paula says. “We thought about what processes would make it easier for current and potential subcontractors to give us the full information needed and what the old system failed to provide.” As a general contractor, it is important for Manson to pre-qualify subcontractors, suppliers, and service providers for contracting opportunities, and when necessary, to verify those vendors as small or disadvantaged businesses—which is an ongoing and active challenge that all general contractors now face. With this, subcontractors are required to send condential information to be reviewed by Manson’s Small Business Liaison Ofcer (SBLO) and several internal groups that include the Estimating, Safety, and Finance departments. “Either the SBLO or an Ofce Manager would take the information and create a prole for the subcontractor,” Paula says. “The prole includes things like general information and qualications to help Manson verify if the subcontractor is a small business and if they are capable of completing the work.” The current method of recording vendor information has its share of challenges as the data requires manual extraction of information from paper or PDF forms by each department. The management of dozens of vendor inquiries often calls for the SBLO, Project teams, Estimating and Accounting to utilize interdepartmental collaboration to pull the information together for review and storage. “To handle the overow of inquiries, the Accounting Department would keep the bulk of the vendor information post cards and help input the information to our current business management systems,” Paula says. “The implementation of the MVP will fast track these important steps.”Getting Started with MVP Should subcontractors, vendors, and suppliers—large or small—wish to work with Manson, companies will be able to access the MVP once it launches by visiting the Manson website. For businesses unfamiliar with Manson’s work, the portal also provides several graphics that emphasize the company’s marine construction and dredging work across North America. Create Your ProleUpon landing on the MVP page, businesses will be asked to create a user prole and provide important pre-qualication information for Manson to verify small business status, safety statistics and business legitimacy. Users will nd that inputting and managing their business information is safe and secure while navigating the MVP. Interactive FeaturesOf the several unique features provided by the MVP, users will have the ability to send messages to the MVP Administrator to ask questions about pending documents, status updates, etc. This communication system eliminates the typical snail mail response and provides fast, reliable user support. With the MVP, each company’s main account user will be allowed to invite others to manage information and make changes to their account. This unique feature allows seamless interaction within the MVP, giving teams the ability to track several pieces of important information. The new system is expected in early 2023, so keep an eye on Manson’s web page and our social media for updates on the launch. CONTRACTS & INSURANCEManson Vendor Portal Fall / Winter 2022 | Manson Navigator27

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Fall / Winter 2022 | Manson Navigator29RetireesAfter 25 years at Manson, former IT Director Joe Hussin is set to retire at the end of 2022. When Joe rst joined Manson in 1997, he was one-man show taking care of all of the company’s IT needs. Under his leadership, Joe built Manson’s IT team and implemented many technological capabilities used by the organization today. Of his many accomplishments, Joe played an integral role at the beginning of the COVID-19 pandemic by enabling systems and software for Manson employees to work remotely. Joe’s easygoing personality and humor will be missed by his colleagues, especially those who worked closely with him in the IT Department. He had the amazing ability to bring levity to difcult tasks by telling jokes to lighten the mood. Joe nished out his career at Manson as a Senior Advisor.In his retirement, Joe will relocate to Florida with his wife Jeanne where they will enjoy shing, biking, and tending to their dogs. We wish you the very best, Joe!With more than 25 years of service, Dragtender Charlie Omo retired at the end of his rotation on the hopper dredge NEWPORT in June 2022. Originally from Hawaii, Charlie lived in Oregon when he joined the NEWPORT crew as an able seaman in 1996. Working with Captain Jay Mayes during his early years on the dredge, Charlie would eventually work his way up to the position of drag tender. Known for his exceptional welding skills, Charlie contributed to all critical fabrication on the NEWPORT. According to Captain Paul Rubin, Captain Jay, and the rest of the NEWPORT crew, Charlie will be remembered not only for his hard work as a dragtender and great welder but as a good fellow and shipmate. Happy retirement, Charlie!CHARLIE OMOWRITTEN BY | J ANTHONY TEDPAHOGO— COPYWRITERJOE HUSSIN WRITTEN BY | J ANTHONY TEDPAHOGO—COPYWRITER29 Fall / Winter 2022 | Manson Navigator

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Manson Navigator | Fall / Winter 2022 30MANSON PEOPLECHARLIE OMOThe Learning & Development Department (L&D) will be losing a cornerstone member of the team. Dwight Henson will retire at the end of 2022 after 11 years at Manson. Dwight’s career spanned many decades that included work as a carman, bridge mechanic, pile driver, and foreman. No matter what position Dwight held, he was always a teacher at his core. Known as “Brother Dwight” to many of his co-workers at Manson, Dwight is a man who always wears a smile when he’s helping others learn. His gentle nature and sense of humor puts everyone at ease.Dwight is someone to lean on when you need assistance with a variety of projects, according to IT Director Kerly Olivares Taipe. He shows great determination to learn new processes to get the job done and has a knack for keeping people in a good mood when tasks get stressful. Dwight’s connection to Manson began in late 2006, when he taught a rigging class at the Seattle ofce while working for Industrial Training International. Many rigging classes later, Dwight hired on with Manson in 2011. Dwight worked with the Environmental, Health, and Safety Department, where he revised the rigging procedure, provided rigging training, and created a safety video for line handling safety with the help of hopper dredge GLENN EDWARDS Captain Ken Penwell, production company Moxie Media, and several other Manson Personnel. He also worked with a consultant to develop Manson’s rst online new hire safety orientation and an entire suite of online safety courses which are still in use today. In 2018—as a fun safety side gig—, Dwight and Dredging Contracts Administrator Larry DaVico hosted a “Cars and Coffee” event to provide instruction on tire safety, properly jump-starting a car, and general vehicle maintenance. In 2020, Dwight—a man of many rsts—transferred to Manson’s newly formed L&D, where he helped establish Manson’s rst use of a Learning Management System (LMS) called “Talent LMS.” He also pioneered Manson’s use of Adobe Connect virtual classroom as a producer and developer. In addition, Dwight assisted the IT Department to administer cybersecurity training. Dedicated to educating others throughout his career, Dwight will now become a student of his newest subject—retirement. Those who worked with Dwight will miss their “partner-in-crime” along with the occasional “fan mail” and “kudos cookies” emails sent by Dwight congratulating them on a job well done. Showing no signs of slowing down in his retirement, Dwight plans to drive his beloved Porsche “Speedy” with his wife Nancy along the Pacic Coast Highway. He is also excited to set new personal bests at the Daytona International Speedway.Larry DaVico, who retired earlier this year in July, has been an integral part of Manson for more than 15 years and has worked in the dredging industry for 50 years. Larry’s contributions and positive attitude will always be remembered and valued by those who worked with him. Upon his retirement, Larry said he is thankful for the opportunities dredging has presented and the places he has traveled over the course of his career. One of Larry’s most memorable projects at Manson was his very rst—the Port St. Joseph Beach Renourishment project in 2007-2008. Following several active hurricane seasons, Port St. Joe had sustained a vast amount of erosion causing homes to slip into the surf. Manson arrived onsite and swung into action, working day and night to rebuild the beach. Larry is best known for his in-depth knowledge of the dredging industry, his yellow Corvette, his Friday Hawaiian shirts, and above all else, his positivity and contagious smile. Larry has been a friend, mentor, and resource to many at Manson and will be missed by everyone. Congratulations to Larry on an outstanding dredging career and we wish him all the best in his retirement!DWIGHT HENSON LARRY DAVICOWRITTEN BY | CAREY SHANNON—L&D SPECIALISTWRITTEN BY | KRISTI-LYN LEVESQUE—CONTRACTS MANAGER30 Manson Navigator | Fall / Winter 2022

Manson Navigator Fall-Winter 2022

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