Orders, Decorations, Medals and Militaria

An emotive Q.G.M. awarded to Captain I. F. MacKay, Merchant Navy, for his gallantry during the Piper Alpha oil rig disaster of 6 July 1988. Over a period of eight hours, with two other members of the crew of the diving support vessel, Lowland Cavalier, MacKay, in a small fibreglass workboat, braved intense heat, explosions, and falling debris, and went on to save three of Piper Alpha’s crew, despite suffering burns to his nose, hand, and right eye

Queen’s Gallantry Medal (Ian Fraser Mackay) in Royal Mint case of issue, edge prepared prior to naming, extremely fine £4,000-£5,000

Q.G.M. London Gazette 20 December 1990: Ian Fraser MacKay, Mate, Lowline Ltd.
‘In recognition of bravery during the hazardous evacuation and rescue operations following the explosions and fire which destroyed the Piper Alpha platform in the North Sea on the night of 6 July 1988.’

Ian Fraser MacKay was born in Johnstone, Renfrewshire, on 4 February 1952 and was educated at Glasgow College of Nautical Studies, where he gained his marine qualifications. Joining Denholm Ship Management in 1968 as an indentured navigating cadet, he served as Cadet, 3rd Officer, and 2nd Officer on tankers, cargo ships, container ships, and bulk carriers, before moving into the offshore oil and gas industry. Joining Lowline Shipping in 1985, he served as 2nd Mate, Chief Mate, and Master on supply vessels, anchor handlers, diving support vessel, and Ro-Ro ferries. It was whilst serving as night master on the diving support vessel, Lowland Cavalier, that he was involved in the Piper Alpha Disaster.

The Piper Alpha Disaster
Piper Alpha was a North Sea oil production platform, operated by Occidental Petroleum (Caledonia) Limited from 1976. Located approximately 120 miles off the north-east coast of Aberdeen, Scotland, Piper Alpha was originally an oil only platform but had later converted to add gas production. At 21.55 hours on 6 July 1988 leaking gas ignited, causing the first of a series of catastrophic explosions that would eventually totally destroy the platform. Of the crew of 226 who were on the platform on the night of the 6 July, 165 died and 61 were saved. A further 2 rescuers from the standby vessels, also died. At the time of the disaster, the platform accounted for approximately 10% of North Sea oil and gas production, and was the worst offshore oil disaster in terms of lives lost and industry impact.

On the evening of the disaster, Ian MacKay was serving as Second in Command of the diving support vessel, Lowland Cavalier, which was stationed off Piper Alpha, laying cable. At the time of the first explosion aboard the rig, MacKay, along with two other members of the crew, immediately boarded the Lowland Cavalier’s small fibreglass workboat and made for the rig. On reaching the rig, they were able to pick up two survivors before there was another huge explosion, resulting in a fireball rolling over the small craft. Pulling off with the engine full astern, the heat was so intense that MacKay and his crew had to jump into the water, hanging onto the workboat as best they could until free from the fire. Despite suffering burns to his nose, hand and right eye from the explosion, MacKay and crew would continue their search for survivors for the next eight hours, often dodging flames and falling debris.

MacKay’s own account of the disaster, as submitted to the public inquiry chaired by Lord Cullen, states:
‘2200: Awakened by the ringing of the emergency stations. Proceeded to my station whereupon I observed Piper Alpha to be on fire. I was instructed by the Master to launch the workboat and proceed to the platform for picking up survivors.
2214: Workboat launched and proceeding to Southwest face of the platform where we could see personnel gathering on the bottom beam.
On arrival the ‘Silver Pitt’ rescue boat was pulling off with a full load of men. As we were approaching the ladder we saw one man fall off the beam into the water. I turned the boat and headed for him. 2nd Mate Chris Dunwoody and 2nd Engineer Peter Thomas pulled the man on board and I headed back towards the ladder. We then saw a man fall off a rope that he was using to come down from above to the lower beam. He bounced off the lower beam and into the water. I headed for him and upon pulling him aboard again headed for the ladder. As the bow got to the ladder there was a huge explosion and fireball that rolled over the top of us. The heat was so intense I had no option but to pull off. I put the engine full astern and got as much of myself underwater while still hanging onto the boat. Chris Dunwoody and Peter Thomas were doing likewise on the other side. The two survivors were inside the cabin. When I next looked the boat had come round in a full circle and was heading back to the platform. I then put the engine full ahead, hung onto the steering wheel and put my head under water again. When we were clear, I decided due to the slow speed of our workboat not to attempt another run to the platform. The people that we had seen gathered on the bottom beam were no longer there. We took the two survivors to the ‘Silver Pitt’ and then proceeded around the platform to the north to see if anyone was jumping off the upwind side of the platform. On seeing no one we then proceeded down wind to the northwest to look for survivors. Upon getting there, there was an enormous explosion and large pieces of burning debris began falling all around us. I decided to pull up to the north out of line of the direct line of falling debris and continued searching. Around midnight we located a survivor wearing a lifejacket. He was in severe shock with minor burns to the face. Upon getting him on board I headed to the nearest boat which was ‘Maersk Leader’. They hoisted our boat on their crane and after transferring the survivor to their deck we were relaunched to continue searching. By this time several areas of the sea were on fire and parts were bubbling up with presumably gas. Shortly after re launching we located, to the north, a body floating facedown with no lifejacket. Due to our high fireboard we decided to direct an inflatable rescue craft to it for easier recovery. We again continued searching but at around 0100hrs the engine throttle cable parted. Peter Thomas managed to work the throttle manually to get us clear of burning patch of sea. When clear he then rigged up a temporary measure with a piece of string. I decided to return to the ‘Lowland Cavalier’ for repairs and more fuel. Arrived back on board at 0200hrs.
0400: Relaunched the workboat to continue searching the area.
0600: Recalled to the ‘Lowland Cavalier’ to stand by for investigating any sightings.
As a result of the explosion whilst alongside the platform with the workboat I received minor burns to my nose hands and right eye. 2nd Mate Chris Dunwoody received minor burns to his right hand.’

The Cullen Report
In November 1988, a public inquiry was set up to establish the cause of the disaster and two years later Lord Cullen published his Report into the disaster. The report concluded that the initial condensate leak was the result of maintenance work being carried out simultaneously on a pump and related safety valve. The inquiry was critical of Piper Alpha's operator, Occidental, which was found guilty of having inadequate maintenance and safety procedures, but no criminal charges were ever brought against the company. The second part of the report made 106 recommendations for North Sea safety procedures and numerous other changes. These led to the adoption of the Offshore Installations (Safety Case) Regulations of 1992.

According to MacKay, ‘One of the things that came out of the Cullen Report after Piper Alpha was that the responsibility of the Offshore Installation Manager (OIM) was ultimate. If that has been the case at the time of Piper Alpha the OIM on Claymore Platform would have shut down production immediately instead of waiting for permission from the oil company (Occidental) on shore. His delayed action would have caused the fire at Piper Alpha to be fed with more hydrocarbons through the ruptured pipeline.’

For their Gallantry during the disaster, MacKay and his crew on the Lowland Cavalier’s workboat, Chris Dunwoody and Peter Thomas, were each awarded the Queen’s Gallantry Medal. They were presented with their medals by H.M. the Queen at Buckingham Palace on 12 March 1991. MacKay was also presented with a Shipping Industry Numast award.

Later Career
Mackay was employed as Ship Manager at Denholm Ship Management between 1994-96, before returning to offshore work with Santa Fe Drilling Company, as Barge Engineer and eventually Offshore Installation Manager on a semi-submersible drilling rig. In 1998, he joined Global Marine Drilling Company, serving as Offshore Installation Manager on a Jack Up drilling Rig, semi-submersible rig and eventually onto a new build dynamically positioned drilling ship.

‘I drilled wells in numerous locations around the world on the drill ship. I left this company in 2004 and proceeded to carry out marine consultancy work until being tempted back to offshore drilling in 2007 when I joined Stena Drilling for the construction of a new dynamically positioned drill ship in South Korea. In 2008 I was asked by a previous employer to join Northern Offshore to reactivate a conventionally moored drill ship in Singapore for operating offshore Vietnam, where I served as OIM until 2010. From 2010 to 2011 I was employed by a Chinese company, COSL, on a consultancy basis to advise on the building and compilation of operating procedures for a dynamically positioned semi-submersible being constructed in Shanhgai. In 2011 I decided to take early retirement.’ (the recipient’s own account refers).

Sold with copies of various official letters regarding the award and investiture of the Q.G.M.