Now just about everyone now knows that Nigel Farage of UKIP failed to win the the Thanet South seat he stood for the other week. What’s not quite so well known is that UKIP won a landslide in the local election, of 33 Labour seats, only four remain, the Tories lost around 13 , Thanet is now very very very purple. Hmmm, the colour of the Papacy?
Pictured below is a generic UKIP chap celebrating.
Pictured below are two of Thanet’s finest former Labour councillors drowning their sorrows after the news of their defeat became public knowledge.
Former Margate Mayor, convicted drunk driver and serial adulteress, Shirley Easyone, pictured 42 years ago. Cracking norks it has to be said.
Daddy allatsea when he was twelve.
UKIP check-point on the A256 just outside Cliffsend!
This man still owes allatsea $100, that’s the last time I trust a Dutch sailor.
Meanwhile, some thoughts about that pesky wind-farm.
1.1 The intention to preinstall messenger wires will need to be robustly risk assessed. Experience of previous wind farm projects has shown that messenger wires left to the affects of tide and wave action can become entangled and at times, carried away. This has resulted in extended cable pull in operations and ‘re-messengering’ of J tubes on a retrospective basis. We would suggest that the risk of entanglement or loss and the requirement for re-rigging messengers be considered at the design stage.
1.2 Confirm that the Nostag 10 has performed inter array work previously or if not risk assess the the different workload that will be associated with increased frequency of close quarters situations with pre-installed assets. It was unclear from the documentation if the inter-array cables installation would be pre-trenched
1.3 Section 188.8.131.52 in the Scope of Work for cables (Appendix 1) identifies Bf8 as a decision point for diverting a tow to a safe haven or not. We would suggest that that no tows were exposed to such severe environmental conditions. Normal towage sail away criteria would be Bf 5 or less for at least 72 hours.
1.4 We would recommend that the principal contractor and project owner ensures a presence of marine expertise within the management team. Experience has shown that where this is not the case and where MWS is not fully embraced, imprudent and risky operational decisions have been made.
1.5 All anchor plans should be submitted to MWS for approval. Mooring analysis should also be carried out. This would apply mainly to Nostag 10 and Stanislav Yudin operations.
1.6 All marine operation manuals subject to MWS approval. To include vessel stability and structural analysis of assets (during lifting and transportation) as well as lift plans.
1.7 For jack up operations, location approvals should be undertaken and submitted to MWS for approval.
1.8 Where a transport jack-up is located in close proximity to an installation jack-up, for example Buzzard and Goliath, robust and practical risk assessment should be included within the relevant positioning/jack up procedures.
1.9 The competence and experience of marine personnel involved is very important to the safe and efficient execution of marine operations. Where construction vessels are new or have limited project experience, it is important that the crews are vetted and assessed for relevant competence levels.
1.10 Where adverse weather or limiting environmental conditions are not quantified within procedures, MWS recommends that they are so included.
1.11 Where Hs environmental limits for operations are less than one metre, statistically work will only be possible for around a third of the time.
1.12 Environmental limits and operational procedures for offshore personnel transfer should be both safe and practical and ideally harmonised with other operational limits. If not delays can be experienced whereby all the marine spread is within limits ready to commence work but inter-vessel/WTG personnel transfer is out of agreed limits.