1995          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.

    North Sea Sunset

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Other Relevant Experience

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 beach.

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

LOCAL INTERESTS:    Dundee 100Km South of Aberdeen

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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