COFLEXIP STENA OFFSHORE
Prepared subsea & topside structural fabrication drawings
using AutoCAD R.12 followed by the Installation Procedure drawings on Hamilton Oils Liverpool Bay development.
Thy were to assist in the installation of flexible
pipes & cables between platforms, wellheads and the shore, duties also included
draughting and checking on various other active projects & tenders ongoing at that
time in the office.
Coflexip's Web Site: Click Here
Originally from a
shipbuilding background, I have considerable and varied experience in Marine
& Offshore Design and possess a disciplined approach including the
motivation to work without supervision or as a member of a project team
dedicated to the ultimate goal.
I have been very fortunate
to have been given the opportunity to gain in depth experience in a variety of
other disciplines in both the Shipbuilding and Offshore Industries. In 1983 at
ITM Offshore, I developed a method of laying cables in a transverse direction
over the stern of the vessel which could detach and deliver the cable end to the
In 1985 in the early days
of Northern Ocean Services, I assisted in the preparation of variety of bid
tender packages for cable & pipe laying projects. Followed by the conceptual
design of a Multi-Purpose Cable/Dive Support vessel for BT Marine.
A visit to Soil Machine
Dynamics up the Tyne valley in 1988 gave an insight into the handling of
cable/pipe laying & trenching plough design & manufacture, as well as
the design fabrication & testing of the A frame structures to deploy the
ploughs from the stern of the vessel. During 1989 I assisted during the
conversion of Flexservice 3 to lay subsea cables for Cable & Wireless by
initially managing the detailing office followed by supervision of the
fabrication & installation of the cable tanks, gantry and transfer / laying
equipment while liasing with DNV.
At Coflexip Stenna
Offshore in 1995, on Hamilton Oils ‘Liverpool Bay’ development project, I
prepared subsea & topside structural fabrication drawings using AutoCAD R12
for the installation of flexible pipes & cables, being laid between
platforms and subsea manifolds.
Over the Christmas period of 1998 I was
involved with SeaTeam DSND on the as-trenched survey of the 24" South Arne
subsea gas pipe line while on board the Hydrographic Survey vessel STM Atria.
The scanned files when received from the ROV through the On-Line room were
processed to present burial condition of the pipe, then converted using their
SeaChart software package for AutoCAD drawing presentation.
The following year I did a similar project
with Gardline Surveys on the pre-lay surveys for Alcatel, covering two routes
for fibre-optic cables across the North Sea. While on board the "Sea
Explorer" I prepared the presentation of the Bathymetric and Geological
results for the final cable routes
Dundee 100Km South of Aberdeen
DUNDEE RAIL DISASTER
December 28, 1879
The loss of a seven-car train operated by
the North British Railway that crashed through a wide gap of the famous Tay Bridge at
Dundee, Scotland, on December 28, 1879, was a calamity of epic dimensions.
The disaster was trumpeted worldwide, for
the Tay was the longest bridge on earth. No survivors or even bodies were ever recovered
from the swollen, gale-swept waters of the Tay River.
Up to this time train wrecks evoked much
interest, particularly in the lurid tales told by survivors and reprinted with all their
gory details in the otherwise dull columns of the yellow sheets."
But other train wrecks had survivors. The
Dundee catastrophe offered only sullen mystery and the mute wreckage of torn clothing,
traveling valises and the tops of coaches floating to shore.
The train left Edinburgh at 4:15 p.m.
Two hours later, with near hurricane winds blowing along the Tay, the train rolled
onto the long trestle. Whether or not the bridge was damaged before the train approached
was never discovered.
Most think the weight of the train was the
final strain that caused already weakened spans to collapse and send the train hurtling
downward 88 feet to disappear in the boiling waters of the Tay, flooded at that moment to
45 feet in depth.
Thirteen girders along the central span,
each 245 feet in length, caved in, and the two-year-old bridge, considered to be an
engineering marvel, was gone.
During their plunge the seventy-five
passengers no doubt struggled to open their compartment doors and take their chances in
the river. This was futile, as the New York Times pointed out, because of an absurd
rule of that time on railroads of Great Britain.
That the doors of every car were locked
when the train left its last station; so that the passengers were drowned without even
having the chance to make a struggle for life."
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