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CV Riding Superintendent Admanthos Offshore LNG Moss Type Tanker Mitsui Shipyard Chiba Japan

Riding Superintendent Admanthos Offshore LNG Moss Type Tanker Mitsui Shipyard Chiba Japan

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CV/Resume ID no.: 123047

Location (Residence): SANDBACH, United Kingdom
Citizenship: United Kingdom
  Native: English United Kingdom
  Other: None
Education & Experience: Work Authorization & Relocation:
  Vocational in Marine Engineering

Years of Experience: 30+ years
Authorized to work in:
   European Union
Present Location:
   Anywhere (International)
Category Subcategory Ability Experience
Marine (Ship) Superintendent Expert 56 years
Engineering Mechanical Expert 56 years
Operations Client Representative Expert 2 years
Management Operations Experienced 20 years
CV/Resume Details
1. Summary (Cover Letter) - CV/Resume Part 1 [Mandatory]

Dear Sir,

I am currently employed as a Riding Superintendent with Admanthos Ltd, on a freelance basis. I have been in this position since November 2010. In this position, I am responsible for the training of the Ships Staff in all aspects of Safety, which include Entry into Enclosed Spaces, Fie Fighting, the correct use of breathing apparatus, and other associated Safety matters. Also for the training of the Engine Room staff in the correct methods of maintenance, the correct use of the Companies Planned Maintenance system, that all Companies Policies are met, that each individual gets the required level of training that they actually require. That all of the Engine Room staff are fully aware of all of the current Regulations, together with anything else that Head Office require.

I have pleasure in attaching a copy of my CV, from which it can be seen that I possess a First Class Combined Certificate of Competency, together with all three Dangerous Cargo Endorsements.

I have many years experience sailing as both a Chief Engineer and Second Engineer. I also have experience as a Technical Superintendent.

I was employed as Consultant Engineer with Associated Petroleum Products, which meant that I was the appointed Expert on legal cases associated with claims through the P and I clubs.

I was employed as the Charterer’s Representative on a new build LNG Moss Type Tanker, at Mitsui Shipyard Chiba, Japan. I was in this position from October 2006, to 23rd May 2008, when my contract was completed.

In this position, I was responsible for ensuring that the Vessel was built according to the Specification and Contract, that it met all the requirements of the Flag State, (Cyprus), that all Marpol, Ice Certificate, Lloyds and Electrical for 6.6 KVA, Rules and Regulations where strictly adhered to and complied with, together with the section of the Contract regarding HSE matters were also strictly adhered to. In addition to this I also witnessed all of the Factory Acceptance tests, for all of the Machinery for the vessel, which included the Main Boilers, Main Engines Steam Turbines, both the Steam Turbines for driving the Alternators, and the Alternators themselves. I was also responsible for accepting the Vessel on completion of both Sea Trials and Gas Trials.

To ensure that the above was correctly carried out, I was in constant communication with Lloyds, Builders and the Owners Site Team. I met with them numerous times during the working day.

Prior to taking this position, I have served as a Chief Engineer and Second Engineer on both Motor and Steam Ships, all being different types of Tankers.

I also held a Technical Superintendents position with KOTC, the duties being that of a normal Marine Technical Superintendent, which included Budget Control, Manning, Requisition and delivery of both Local Orders and Spare Parts, visits to the vessels, Safety and HSE Issues, Dry docking, and ensuring the Planned Maintenance Schedule was correctly adhered to, including all Class Items and Statutory items being completed correctly.

Whilst at sea I was responsible for all Maintenance programming, actual Planned Maintenance Routines being completed with all relevant reports correctly filled out and filed.

I am currently in the process of applying for Chartered Engineer status.

2. Work Experience - CV/Resume Part 2 [Mandatory]


1969 – 1981 BP Tanker Co Ltd (now BP Shipping)

Final Position Second Engineering Officer

Responsibilities As Second Engineer I was responsible for the Operation and Maintenance of all the on board machinery for whatever vessel I was sailing on. This Included:

Main Engines (Both Diesel and Steam Turbines), which has included the bedding in of Main Bearings, alignment of Crankshafts, Bottom End Bearings, Pistons, Liners for the Diesel Engines, checking of Over speed trips, Vibration Monitors on the Steam Turbines.
Main and Auxiliary Boilers, including all associated equipment, such as Fans, Fuel Systems, Feed Water System, etc
Diesel and Steam Turbine driven Generators and Alternators,
Air Compressors,
Fresh Water Evaporators
Centrifugal and Positive Displacement Pumps,
Heat Exchangers,
Refrigeration and Air Conditioning Systems,
All Instrumentation and Control Systems,
Steam Winches,
All associated piping for the above.
Sewage Systems
Main Electrical Switchboards, Electrical Motors, both 440 and 220 Volts, and all wiring systems, including Transformers.
Water treatment of Cooling and Drinking Water.
Ordering, Receiving and the correct Storage of Spare Gear.

During this time I was responsible for the management of twenty people. In the later days at BP, also included in the duties was the Control of Spillage and Pollution.

During my Eighteen years with BP, I worked on the following Main Engines:

Burmeister and Wain 2 cycle Single Acting Engine type 674 VT 2BF-160
Doxford Opposed Piston (Naturally Aspirated) engine type 67PN6
Doxford Opposed Piston (Turbo Charged) engine type 67PT6
Harland and Wolff 2 cycle Single Acting Engine
Sulzer types RND and RD
Burmeister and Wain type K
De Lavel Steam Turbine

The Marine Boilers I have worked on were

Scotch, three Furnaces
Dual Pressure
Foster Wheeler ESD

On the more modern vessels the main steam consumers were the Steam Alternator and Steam Turbine Driven Cargo driven Cargo Pumps.
I also worked on fitted Transformers, which reduced the Voltage to 220 and 50 Volts.

1981 – 1982 Unicorn Lines, Durban, South Africa.

Position Second Engineer

Responsibilities I served on two vessels while I was with Unicorn Lines. One was a Petroleum Tanker; the other was a General Cargo Vessel. My General Duties and Responsibilities were similar to when I worked with BP.

1982 – 1984 Usutu Pulp Co Ltd, Swaziland, Southern Africa

Position Shift Engineer

Responsibilities I was responsible for the correct operation of Two Chemical Reduction Boilers, One Power Boiler, Two sets of Evaporators and the Power Station.

The Power Station was made up of Three Steam Turbines and a Diesel Alternator. The Turbines were of the same design, producing 6,600 K Watts, 3-phase at 50 Hz with a power factor of 0.8. The Diesel was able to produce 1.5 k Watts 3-Phase at 50 Hz with a Power Factor of 0.8.

The Chemical Reduction Boilers were powered by ’Black Liquor’, (the formation of the effluent products formed by the cooking process of wood chips and an Alkali Solution to form Wood Pulp). The Power Boiler Fuel was the bark from the trees used to make the Wood Chips. The Evaporators were used to increase the Solid in the Liquor before being burnt in the Recovery Boilers.

I was also responsible for the operation of the Workshops for the Motor Transport Dept of the Mill, including Loggers which were capable of carrying up to 50 Tons of logs in one load, Buses, Vans, Lorries, etc. Finally outside of Normal working hours, I was also responsible for the maintenance of ALL machinery within the confines of the Mill.

1984 – 1987 Merchant Navy (Various Companies, mainly Denholm Ship Management)

Position Second Engineer

Responsibilities My responsibilities on these ships were very similar to my responsibilities as Second Engineer with BP, AND THE Engines I worked on were also similar. However as one Vessel did not carry an Electrician, I became responsible for the maintenance of all the Electrical Machinery – Main Switchboard, Starter Boxes, Motors, and General Wiring. The main Electrical Supply was 405 k Watts, 60 Hz with 220 Volt Lighting Circuits.

1987 – 1990 Crewe and Alsager College of Higher Education

Position Resident Engineer

Responsibilities Here, I was responsible for the Operation and Maintenance of all Gas and Oil Burning Plant heating, Hot and Cold Water systems, all the College Buildings, including Constructional and Décor, Electrical Motors, Lighting and Power Circuits, and the General Day to day maintenance of the College. I was also responsible for all Contractors on site both for their work and Safety.

1990 – 1996 BP Shipping Co Ltd (BP Maritime Services / Dorchester Maritime)

Position Chief Engineer

Responsibilities Since rejoining BP I obtained all my Certificates of Competency, also obtaining the Liquefied Gases Dangerous Cargo Endorsement.
This enabled me to Stand by an LNG Carrier of 135, 000 cubic metres, whilst she was in her final stages of building, and commissioning in Mitsui Building Yard, Japan. During this period I was responsible for checking all systems within all of the Machinery Spaces, including Gas House and Cargo Tanks to ensure that they were correct to the drawings, check that all checks, tests that were carried out by the Yard on all machinery and systems, were correct and that all were operational, and up to standard. That all of the machinery was correct to ‘Classification Society Rules and Regulations’. That all Alarms were tested according to Class and that they were operational. I also attended the Sea Trials of the vessel, again to ensure that all systems were operating correctly and to report if any defects were noted.
Another part of the duties was to ensure that all spares for the Machinery were correct as per the list provided, and that they were correctly stored on the vessel. That all of the Tanks were clean and free from debris prior being put into operation.
This vessel was powered by a Kawasaki Impulse two cylinder cross compounded Marine Steam Turbine with Articulated type Double Reduction Gearing, MCR 28,700 kW at 93 rpm, NSR 25,830 kW at 89.8 rpm
Main Boilers two Mitsui FW MSD type, two drum marine water tube boiler with dual fuel burners, with an evaporation rate, max 61,000 kg/h, normal 52,000 kg/h.
Main Generator Type, Horizontal multi stage impulse condensing Turbine MHI-AT56C with single reduction gearing. Two sets, Generator AC 450 Volt, 3375KVA
Cargo Pumps 10 Sets, Type Electric motor driven Centrifugal Submerged, Capacity 1,100 m3/ h x 135 MTH (liquid cargo of specific gravity 0.5)
Spray Pumps 5 sets, Electric motor driven centrifugal submerged, Capacity, 50 m3/ h x135MTH
High Duty Compressor 2 Sets, Type, Electric Motor Driven Centrifugal, Suction capacity 24,000 m3/h, Suction condition -140 C, 104kPaA, Delivery Condition 200kPaA.
Low Duty Compressor 2 Sets, Type Electric Motor Driven Centrifugal, Suction Capacity 8,800 m3/h Suction Condition -40C, 104kPaA, Delivery Condition, 200kPaA.
High Duty Heater 1 Set, Horizontal shell and Tube, direct steam heated, Heating Capacity 12,600 MJ/h, Gas Flow 43,000 Kg/h Inlet condition -55C 200kPaA, Outlet condition + 75C 180kPaA.
Low Duty Heater 1 Set, Type horizontal shell and tube, direct steam heated, Heating Capacity 1.900 KJ/h, Gas Flow 8,400 Kg/h, Inlet Condition -70c 200kPaA, Outlet Condition+45C ^ 13kPa.
LNG Vaporizer 1 Set, Type Horizontal shell and tube direct steam heated, LNG Vaporization 18,000 kg/h, Inlet condition -163C 290kPaA, and Outlet condition -60c 29kPaA.
Forcing – Vaporizer 1 Set, Type, Horizontal shell and tube direct steam heated, LNG vaporization 6,400 kg/h, Inlet condition -163C 290 kPa, Outlet condition -40C 25 kPa.
Nitrogen Generator 2 Sets, Type Membrane permeation type, Generating Capacity, 90 Nm3/h, and Outlet Pressure 490kPa.
N2 Generator Air Compressor 2 Sets, Type Electric Motor driven, screw, Capacity 280 Nm3/h 1,450kPa
N2 buffer tank Type Cylindrical, Capacity 10 m3 500kPa.
Inert Gas Generator 1 set, Type Oil burning type with cooling and drying unit, Fuel Oil, Gas Oil, Delivery Capacity, 11,000Nm3/h, Delivery Condition, 25 kPa, Dew Point -45C, o2 Content 1.0% (max) by volume (0.5% mean)

I was promoted to rank of Chief Engineer in January 1996, and served in the rank for a total of 5.5 months, whilst on board a 108,000 ton Crude Oil Carrier.

The duties and responsibilities were similar to that of any Chief Engineer with any other Company, which included, the ordering / receiving of all Bunkers, spare parts, lube oils, general stores, that all machinery was kept within the Classification Societies Rules, that all maintenance was carried out in a Professional and correct manner, that the Planned Maintenance Programme was carried out and up to date, that all personnel operated in a safe and efficient manner. That all Quality Assurance regulations were strictly adhered to at all times, that the vessel operated within the rules concerning discharge of Garage and Waste Materials, including Bilge Water, especially relating to special areas. That all the Engine personnel were made aware of all relevant regulations, also that they operated safely and within all of the regulations. That the Engine Room staffs were competent in the rank they held, also ensuring that their Welfare was of the highest standard.
I was responsible to ensure that the vessel stayed within the required Budget for all aspects of General Stores, Lube Oil, Repairs and Spares for my period on board.

1996 – 1999 My Chemical Endorsement was obtained, and then I completed a 5.5 month trip with Dorchester Maritime on a 28,000 ton Chemical Tanker as Chief Engineer, with the same responsibilities as those for BP.

During this voyage I became conversant with the Framo Hydraulic system.

Since then I completed various tours of duty with several Companies as Chief Engineer each with the same level of Duties, Responsibilities and Staffing Levels.

1999 – 2000 I joined Kuwait Oil Tanker Company on the 31st July 1999 as Engineer Superintendent. As such was responsible for a total of seven vessels, which included three Oil Product Tankers of 28, 000 tons, Two Fuel Oil Tankers and two Anchor Handling Tugs.
I was responsible for the maintenance of all Machinery on the vessel. That the vessel operated safely within the Regulations and Rules of the Classification Society, that the Budget Controls were strictly adhered to by the Ships Staff, the correct ordering of all spare parts and general stores, trying to get the correct spares at the best possible cost, which also included the most economic method of transportation to the vessel.
The compiling of the Dry Dock work list, planning of the time of dry dock, ensuring that all equipment required for the docking was delivered to dock, prior to the work being carried out
As part of the duties, I was required to make regular trips to all vessels to ensure that the vessels were constantly improving, that the Planned Maintenance programme was being adhered to, and generally see the actual condition of the vessels, and to report to the Senior Superintendents on my findings which also included recommendations for Improvements, and forming the Dry Dock requirements.
Whilst other Superintendents were out of the Office, I was then put in charge of their vessels, after duly informing the vessel concerned. During this period, I was in charge of the dry-docking of one of the Fuel Oil Tankers.

2000 to 2001 On returning to the U K, I completed tours as both Second Engineer and Chief Engineer, joining Companies as Second Engineer to meet their requirements, then being promoted to Chief Engineer. This was on both Oil and Chemical Tankers.

I completed a relieving position as Chief Engineer with the Ministry of Agriculture Fisheries and Food on their Research Trawler MV Cirolana, which had a Diesel Electric Main Propulsion Unit, powered by three Allen Diesel Engines with Direct Current Main Drive.

2001 to 2005 1was employed by Shell International Shipping Services as a Second Engineer. I sailed as Cargo Engineer, and have recently completed a tour as Second Engineer.
The Duties and Responsibilities are exactly the same as those of BP, and the various Companies I have sailed with, which also includes that the Engine Room conforms to all International Safety Management rules and Regulations, that all the correct forms and documentation are filled in and correctly filed. -In addition that the Shell Management system, which includes the new WRAP system is operating functioning correctly.

During this period, I spent half of this time on Oil Tankers, the other half of this time on LNG Tankers.
The Oil Tankers were the Shell S type, which were of 100,000 tons, carrying either Crude Oil, or Jet, having a Framo Hydraulic system for the Cargo Pump system.

The LNG Carriers were of 135,000 cubic Metres, Moss type, having Steam Turbines as the main propulsion unit.

During the period I was employed as Cargo Engineer on LNG Tankers, I was heavily involved with the ship to shore relations during the transfer of cargo, both loading and discharging operations.
This included all of the Safety aspects of the hook up of the LNG Loading/discharging arms, preparation of the ships piping system prior to the commencement of berthing the vessel, testing of all safety arrangements prior to the commencement of the operation taking place, testing of all of the communication devices, custody transfer measurements systems, checking that the mooring arrangements where correct at all times, the witnessing of samples being taken, that on completion of cargo operations, continuously checked that the atmosphere surrounding the manifold was gas free prior to any work being undertaken, that all of the documentation was correct at all times, including the bills of laden, and also responsible for the correct operation of all of the Cargo Machinery.

During my career, I have been responsible for trouble shooting various items of machinery I have worked with. Which included contacting the Manufacturers, and over a period of time suggesting that a change of design was required to meet easier maintenance, and longer running hours between major overhauls? This had the added advantage of preventing recurring problems, and improving the efficiency of the system.

I have also been responsible for the operation and maintenance of all the Hotel Services on the various vessels, which have included the safe operation, and testing of Elevators, Galley Equipment, Air Conditioning and all Ventilation Fans.
Part of this was to ensure that all Health and Safety Rules and Regulations relating to the above equipment, both of the Company and Flag State were adhered to at all times.

February 2005 to
July 2005 I joined Solutions Worldwide Online in February this year as Regional Director, dealing with the implementation of the Disabled Discrimination Act of 1995.
I was directly responsible to the Managing Director for all the regions within the United Kingdom, for sales of the company’s products, implementing the fitting of them within a specified time period, finding of new business, keeping each region’s product stock up to specified limits. I had to make sure that all sales teams were kept up to date with the company’s products, and technical details and ensuring that all the sales teams had their allocations a week prior to their actual requirements.
This also included direct involvement with clients, including surveys of premises, drawing up actual requirements relating to the act; all relating to the Clients requirements, supplying the required products and their correct installation, ensuring that all safety standards were met at all times, and the final invoicing to the client. This also included follow up procedures to ensure that all products were kept in good order, and as such I introduced a planned maintenance programme, which was under my direct control.
July 2005 to
September 2005
Sailed as Chief Engineer, on LPG Carrier Great Tribune, left due to death of my Father
October 2005 to
September 2006 Joined Maersk Tankers as Second Engineer, with the intention of going Chief Engineer after one trip, sailed on LPG Carrier Maersk Humber.

September 2006
To May 2008 Joined Wavespec as Charterer’s Representative, on a new building for a LNG Moss type Tanker, 145000 cubic metre capacity.

I commenced this position in September 2006, initially working from Home before travelling out to Japan in October 2006, to actually take up the position.

I am based at Mitsui Engineering and Ship Building Works, Ichihara, Chiba, where I work a basic 5 day week, but also have to attend the yard as required during weekends. I am responsible to Charterer’s of the vessel to ensure that both the Builder and the Owner do their work within the confines of the Specification and Contract that all work is carried out in safe and efficient manner. That all items must meet the requirements of the Specification and Contract at all times, if not then to inform the relevant parties to ensure that the situation is rectified. I also have to ensure that all of Marpol, Winterization, Ice Certificate and Lloyds Regulations are met at all times. This due to the amount of time the vessel will be spending in Russian waters during the winter months.

Due to fact the two Main Electrical Switchboards are 6.6 Kva; I also have to ensure that all the correct procedures for working with High Voltage Electricity are in order and strictly adhered to.

I also have to attend all relevant Factory Acceptance Tests for all items of Machinery, including Main Boilers, Main Engine, being a Steam Turbine, both Main and Auxiliary Alternators, Main Switchboards, which are 6.6 Kva, Cargo Pumps, and other essential items. This also includes travelling all over Japan, and to Korea.

I also had to travel to Russia to visit the Charterer’s, who are actually Sakhalin Energy, on a regular basis, the Owners being MOL Tankers, with whom I communicated on a daily basis, both with the Site Team based AT Mitsui Zosen and their Head Office in Tokyo.

I was also to ensure that the Builder meet all HSE requirements of the specification and contract, and gave general advice on this subject on a daily basis.

I completed this contract on the 23rd May 2008.

28th June 08 to
21st July 08
I was employed as a Chief Engineer with a Company named Bunkers Gibraltar, based on the Mother Vessel of the Bunkering Operation. This involved all the normal duties associated with the position of Chief Engineer. This was a period of 21 days.

I have been training as a SIRE Inspector, within accordance to the OCIMF training programme.

15th August 08
To 3rd Sept 08

I was employed as a Chief Engineer by Clyde Marine onboard a BP Shipping Tanker, Border Tartan. The duties being that of normal Chief Engineer, already described within this document.

21st Dec 08
to 26th Jan 09

I was employed as a Chief Engineer by SBS Aberdeen onboard one of the Supply Tugs operating with Indian Waters. The duties differed to that of a Chief Engineer on a Tanker, in so much that the Chief Engineer had to perform Watch Keeping Duties, was responsible for the discharge of Fuel and what was called “MUD” to the Oil Rigs.
26 Feb 09
to 18 mar 09 I was employed as Chief Engineer on board the FPSO Frade whilst on route from Cape Town to Brazil. This was just for this voyage as the Engine Room on the FPSO was to be decommissioned upon arrival at Brazil. The duties were that already described.
31st March 09
To 16th April 09

I was employed by Klyne Tugs as Chief Engineer for their United Kingdom Coastguard Vessel Anglican Prince whilst in Dry Dock in Amsterdam Holland.

9th May 09
To 18th July 09

I was employed by Workboat Services Falkland Islands as Chief Engineer onboard their vessel Concordia Bay. This was a Landing Craft, and was used both as a Car/Passenger Ferry and also as a General Cargo vessel for around the Falkland Islands. The duties were per normal for the rank.

2nd August 09 to
31st August 09 Re-Employed by Clyde Marine as a Chief Engineer for the Border Tartan.

18th Nov 09
To 2nd Dec 09 I was employed as a Second Engineer by Cemex Ltd onboard their Dredger Sand Heron. The duties where of those of a normal Second Engineer.

9th Feb 10 to
11th Nov 2010 I am currently a Self Employed Free-lance Marine Engineer Consultant. In this position I investigate problems onboard vessels when a Legal dispute arises, surveys, Dry Dockings, and other engineering requirements, as required by Clients.

11th Nov 2010
To Present Date I am currently serving as a Riding Superintendent with Admanthos Ltd. In this position I actually sail on the Company Vessel training the crew in methods of Maintenance, Planned Maintenance system of the Company, ensuring that the Companies Policies are met at all times, Training of the Engine Department, ensuring that they are familiar with all current regulations. That they are using the Companies Check Lists in accordance with the Companies Policy, and whatever else may crop up whilst on board the vessel.
I am also training the various members of the Ships crew in all aspects of Safety, including Fire Fighting, Safe entry procedures into enclosed spaces, the correct use of Breathing Apparatus and EEBD’S, etc.

During this, I was heavily involved with the ship to shore relations during the transfer of cargo, both loading and discharging operations.
This included all of the Safety aspects of the hook up of the Loading/discharging arms, preparation of the ships piping system prior to the commencement of berthing the vessel, testing of all safety arrangements prior to the commencement of the operation taking place, testing of all of the communication devices, custody transfer measurements systems, checking that the mooring arrangements where correct at all times, the witnessing of samples being taken, that on completion of cargo operations, that all of the documentation was correct at all times, this including the bills of laden.

3. Education & Training - CV/Resume Part 3 [Mandatory]


1959 – 1964 Moreton Secondary School for Boys, Moreton, Wirral, Cheshire

G.C.E “0” Level Mathematics, Engineering Drawing, Metal Work Theory and Practice, Geography and General Science.

U.L.C.I. Mathematics and Additional Mathematics (credit), Engineering Workshop Theory and Practice, English Language, General Science and History.

General I was a very keen sportsman at school winning awards for Cricket, Football and Athletics. In my final year I was made Head Boy.

1964 – 1969 Marine Engineer Cadet, BP Tanker Co Ltd.

The BP Cadetship scheme consisted of three years full time education (spilt between two training colleges: Bolton Technical College and South Shields Marine Technical College), also 1.5 years ‘hands on’ work experience at sea. The qualifications obtained were:

U.L.C.I. Course in Engineering: Mathematics (credit), Engineering Science (credit) Workshop Process and Materials (credit), and Engineering Drawing.

Certificate of
Bolton Technical
College Marine Engineering O.N.C. in the subjects: Mathematics, Applied Mechanics, Applied Heat, Engineering Drawing, Electrical Engineering Science, Workshop Technology and Practice, Physics, English and General Studies.

U.L.C.I. Mechanical Engineering Technicians Course Second Year in: Mathematics and Engineering Science (credit), Engineering Drawing and Materials, Workshop Processes and Practice.

O.N.C. In Marine Engineering

Other During Summer Vacations, I attended full time Engineering Courses at Bolton Technical College and Cammel Lairds Shipbuilders Birkenhead.


1976 Second Class Certificate of Competency Board of Trade, London
1979 First Class Certificate of Competency, Board of Trade, London
1981 Dangerous Cargo Endorsement for Crude Oil Petroleum or Petroleum Products
1991 First Class Certificate of Competency – Motor (Dept of Transport)
1993 First Class Certificate of Competency – Steam Endorsement (Dept of Transport)
1995 Dangerous Cargo Endorsement – For Liquefied Gases
1997 Dangerous Cargo Endorsement for Liquid Chemicals.


Welding (including Gas and Electric Arc)
Basic and Advanced Instrumentation which included Pneumatics, Electronic Systems, Maintenance and Repair of Instrumentation.
Ships Captain Medical Guide (including basic First Aid, recognition of Illnesses and correct treatment methods)
Fire Fighting (including various techniques in fighting the different types of Fire, wearing of Breathing Apparatus and Fire Prevention.
Personnel Management
Abrasive Wheels
Deadly Maintenance
The Carriage of Liquefied Gases
OPA 90 Shipboard Pollution Response, passing the American Coastguard examination with a mark of 99 %
Basic Sea Survival
Certificate of Proficiency in Survival Craft
Planned Maintenance and Condition Monitoring
Inflatable Life raft and Survival
PC AND ITS Operating Systems
Introducing and Advanced Logo script
Liquefied Natural Gas Tanker Operations Simulator
Amos D
Autronica Engine Performance Monitoring Systems.
Maersk PPD course
Maersk Marpol course.

I am a member of the Institute of Marine Engineers and also the Engineering Council.
I am a member of the Institute of Fund Raising

4. Computer Skills - CV/Resume Part 4 [Mandatory]
5. Other Skills - CV/Resume Part 5 [Optional]
6. Additional Information - CV/Resume Part 6 [Optional]

I am a Full member of the Institute of Marine Engineers, Science and Technology, registered as an Incorporated Engineer, and at present in the process of applying for Chartered Engineer status.
I have a Full Clean British Driving Licence.
I have a full British Passport, with an American Visa.
I enjoy reading, building 12th Scale Dolls Houses including manufacturing the furniture.
As already stated I am a member of the Institute of Fundraising,
An active member of Rotary and Lions International,
Registered with the Local Volunteer Services [which requires that I can be called at any time whilst at home for any Charity Event in the local Area], and involved in many Local Charities as well as the Volunteer Service itself.


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Riding Superintendent Admanthos Offshore LNG Moss Type Tanker Mitsui Shipyard Chiba Japan
CV/Resume ID no.: 123047

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