SKMO 3713 SHIP AND OFFSHORE PRODUCTION TECHNOLOGY TITLE: PRODUCTION PROCESS OF VERY LARGE CRUDE CARRIER (VLCC) TEAM MEMBERS: MUHAMMAD AZAM AZRAEI BIN ABDUL HALIM (A12KM0163) MUHAMMAD AMIRUL ARSYAD BIN KHASIRAT (A12KM0243) MUHAMMAD AZINUDDIN B OTHMAN ARIFF (A12KM0164) MUHAMMAD HAFIDZ BIN REDZUAN (A12KM0165) MUHAMMAD HAKIMI BIN ZULKEPLI (A12KM0166) MOHAMAD AZAM BIN MOHD AZMI (A12KM0157) PREPARED FOR: DR. JASWAR KOTO ACKNOWLEDGEMENTS First of all‚ we would like to
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Port State Control is a waste of a State’s Resources- Discuss for or against Port State Control (PSC) as defined by wikipedia.com is the inspection of foreign ships in other national ports by PSC officers (inspectors) for the purpose of verifying that the competency of the master and officers onboard‚ the condition of a ship and its equipment comply with the requirements of international conventions (e.g. SOLAS‚ MARPOL‚ STCW‚ etc.) and that the vessel is manned and operated in compliance with
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KPI Project objectives Develop tools to measure company and vessel performance and get these recognized as “the Standard of the Industry” In order to: • boost performance improvements internally • provide an efficient communication platform about ship operation performance information to internal and external stakeholders through increased transparency The project Norwegian Research Council Project Responsible Wilh. Wilhelmsen ASA Project Partner MARINTEK Project Partner InterManager
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HANGINGVERTICALLY FROM THE HAWSEPIPE‚ WITH THE FLUKES TURNEDINTO THE SHIPS SIDE. IN THIS POSITION IT WILL NOT STOWCORRECTLY IN THE HAWSE PIPE. 3)ANCHOR BUOY:A BUOY USED TO INDICATE THE POSITION OF THESHIPS ANCHOR WHEN ON THE BOTTOM. 4)ANCHOR COMING HOME:WHEN THE ANCHOR IS BEING DRAWNTOWARDS THE SHIP IN THE OPERATION OF HEAVING AWAY‚ BYMEANS OF THE WINDLASS OR THE CABLE HOLDER/CAPSTAN‚ THEANCHOR IS SAID TO BE COMING HOME. INSTEAD OF THE SHIP BEINGDRAWN TOWARDS THE ANCHOR‚ THE REVERSE IS HAPPENING. 5)ANCHOR
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immunities‚ also whether the cargo was in good condition or not‚ the quantity or units of the consignment was not declared by the claimant before the cargo was loaded and have not been described on the bill of lading. In that case the carrier or the ship should not become liable for any loss or damage in connection with the consignment if the amount exceeding the equivalent of 10‚000 francs per package or unit 30 francs per kilo of gross weight of the goods lost or damaged‚ whichever
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covered by the contract. One common type of contract is the “voyage” charter. This type of charter usually concerns the hire of a vessel‘s entire cargo space for one or more specific voyages. If the charterer does not require the use of an entire ship‚ the agreement will specify what portion of the cargo is used and is referred to as a "space" charter. With these types of charter‚ the master (or agent) will give the shipper a bill of lading‚ to document the title to the goods and serve as receipt
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Executive Summary A decision has to be made on the possible construction of a new ship to meet the demands of a charterer which wants a contract of only 3 years. Based on the calculations of the costs of construction against the value of the contract‚ it is recommended that Ocean Carriers not go ahead with the construction. However‚ if a strategic alliance can be created with another carrier to lease their vessels‚ Ocean Carriers should accept the contract. If the strategic alliance is mutual‚
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though some writers opine that it was in 3000 BC (not in the present form) when the Chinese merchants were dispersing their shipments along with several vessels with a view to minimize the damage to the shipments. Then a time came when the insurance of ships and cargo came in the form of bottomry that was essentially a monetary protection in the case the cargo is lost at sea or damaged. Then‚ the Danish sometime in 1132 started reimbursement of the loss occurring at sea. When Italian merchant came to England
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Roles and Responsibilities of the Pilot and the Master The compulsory state pilot directs the navigation of the ship‚ subject to the master’s overall command of the ship and the ultimate responsibility for its safety. The master has the right‚ and in fact the duty‚ to intervene or displace the pilot in circumstances where the pilot is manifestly incompetent or incapacitated or the ship is in immediate danger (“in extremis”) due to the pilot’s actions. With that limited exception‚ international law
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Palestinian prisoners held in Israel and threatened to blow up the ship if intervention were attempted‚ and to start to kill the passengers if their demands were not met.1 Subsequently a Jewish American passenger‚ Mr Klinghoffer‚ was shot dead and his body thrown overboard. Several days later the four men gave themselves up to the Egyptian authorities‚ following negotiations between them‚ with the aid of an intermediary‚ while the ship was lying off Port Said. These negotiations resulted in an offer
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