Management of an Offshore Supply Vessel

During my tenure with NTB, I have undertaken complex engineering and project work within the boundaries of the Navy Technical Regulatory Framework (NTRF) to successfully deliver technical products and services for the acquisition and sustainment of Minor War Vessels (MWV) for the RAN. In the naval context, these includes specification and validation of compliance with Platform System Requirements for the current and future ships through the development of material specification for maritime capability certification assurance process and provide technical naval system advice to naval community that is accurate, on time and pragmatic.

1.To respond to emergencies i.e. fire (in port) or on board a ship at the anchorage, accidents , Accidents, Man over board, grounding of vessels, May- day calls, oil pollution to minimize the damage & causalities.

Sources cited must be relevant, comprehensive and current as to provide evidence that the study conducted was necessary (Burns & Grove, 2011). Walker cited both quantitative and qualitative studies to describe current knowledge of the problem and need for additional research. The literature was effective and relevant to the focus of the research study. The author used literature to build a logical argument in the introduction and complement the findings of the study in the discussion. Available studies were not evaluated nor were weaknesses indicated.

help with the proper functioning of the boat or ship. They have specific duties in the operations

(NSY) had been providing parts and services to the Mega-Yacht Industry since receiving their initial seed capital in 2000. The Mega-Yacht industry provided an attractive opportunity for NSY. Although the industry was small by comparison, serving only 10,000 vessels, it generated in excess of $1 billion in economic activity annually, divvied amongst the new build, and maintenance, refit and repair business sectors (Mark & Mitchell, 2003, p. 48). The industry’s supporting cast included captains and crews, owners, management companies, procurement agents, yacht builders and repair entities, brokers, and local husbanding agents. Although unknown to the firm at its inception, consultants in 2002 forecasted the mega-yacht industry would see annual growth of 6%, with the potential for even better numbers in the short-term (Mark & Mitchell, 2003, p. 48).

In conclusion, three data bases were utilized to conduct a literature search for two peer-reviewed research articles; one qualitative research study and one

Following a critical overview of the literature, this chapter outlines the research methodology. It will provide a justification for a qualitative methodological approach and specification of methods employed. Highlighting the appropriateness of interviews and focus groups in relation to the methodology and overall research. It will also provide recognition of their relative strengths and limitations.

Marine navigation services that provide maintenance to floating and fixed floating aids and management of lighthouses

Coast Guard to provide an effective vessel traffic system; and (5)the lack of effective pilot and escort services” (“Exxon Valdez Oil Spill Trustee Council”,

Ocean Carriers Inc. was approached in January of 2001 with a contract proposal for the leasing of one of their ships for a term of 3 years beginning in 2003. Ocean Carriers currently has no ship to accommodate the customer. To commission the construction of a new vessel would take 2 years from start to completion. The average rate in the spot market is $22,000 per day. Ocean Carriers deployed a younger fleet than average carriers and generally earned a 15% premium over the average daily rate placing them in position to capitalize in strong economies. However, the industry is volatile and suseptable to extremes both low and high. Many ship owners sought to sign contracts with time charters in order to shield themselves from the swings

This vessel will be a cost saving for the client, as it does not require dropping anchors, which mean no anchor handler and topographical boats are required. Setting up on location for a DP vessel takes only a half hour compared to eight and four hours respectively for a work barge and workboat. This also diminishes the risk of anchors getting drop or drag on pipeline(s). One other advantage to the client is that some of the complexes (numerous jackets linked together by bridges) have no access for workboats or work barges due to the abundance of subsea pipelines, which makes it impossible to drop anchors. At these areas only

LITERATURE REVIEW RESEARCH METHODS Conceptual framework RESULT CONCLUSION DISCUSSION Recommendation Limitation of the study REFERENCES

In North America, being one of the biggest fleets the Fleet Corporation runs nearly 30000 trucks in operation. More than 25 million customers including municipal, industrial as well as residential customers are getting transportation services by Fleet Corporation in North America. The company have more than 1200 locations all over north America where they provide operating and maintenance services still facing the challenges in providing replacement for parts of the vehicles. In earlier years these locations have been into business with thousands of diverse suppliers for different parts all over the country. The process of order carrying out in fleet is still decentralized however development of strategy and negotiation of price is still in process of being centralized. 10 team are working through the Fleet to search the best supplier’s development of system, steam line purchasing and defining the needs. The most important strategy used by

Every firm would love to invest in shipping industry due to large profits involved. However this would seem easy but practically it is lot more difficult and virtually impossible to establish in container line business. The problem pertains to large capital investments in form of vessel and container procurements and risk of operating vessels. Even if we take the examples of biggest companies

The notion of managing the movement of ships through a shore-side radar station is ordinarily acknowledged to have originated in the port of Liverpool in 1949. In 1956, the Netherlands built a radar station procedure for the surveillance of port traffic at the Rotterdam. As VTS developed and spread in Western Europe, the business well being of the port was the stimulus for new or extended administration (Maritime and Coastguard Agency, 2012). This posed a sharp contrast with the U.S. experience where the first Federal (Coast Guard) VTS was an outgrowth of a 1968 examination and improvement venture in San Francisco Bay called Harbor Advisory Radar. It was participation and advisory activity in the framework was voluntary. Because it was voluntary, few vessels offered to give free support to VTS administration (Freestone & IJlstra, 2010).