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četvrtak, 27.10.2011.

HEAVY EQUIPMENT SHIPPING COMPANIES : SHIPPING COMPANIES


Heavy Equipment Shipping Companies : Baking Equipment London



Heavy Equipment Shipping Companies





heavy equipment shipping companies






    shipping companies
  • (shipping company) a company that provides shipping services

  • (shipping company) a group of people sharing the cost of running ships to carry cargo or passengers.

  • (Shipping company) This is a list of the world's ship operating companies listed alphabetically by continent and country. This list includes companies both operating now and in the past.





    heavy equipment
  • can use GPS in construction, mining and precision agriculture. The blades and buckets of construction equipment are controlled automatically in GPS-based machine guidance systems. Agricultural equipment may use GPS to steer automatically, or as a visual aid displayed on a screen for the driver.

  • Motorized equipment having a gross weight of more than six (6) tons.











heavy equipment shipping companies - FedEx Delivers:




FedEx Delivers: How the World's Leading Shipping Company Keeps Innovating and Outperforming the Competition


FedEx Delivers: How the World's Leading Shipping Company Keeps Innovating and Outperforming the Competition



An inside look at leadership practices that enabled the world's leading shipping company to outthink and outperform its competition
Using firsthand accounts from top leaders at FedEx, FedEx Delivers explains how the company became an international powerhouse and one of the most trusted global brands by using leadership practices that tapped into the creativity and commitment of its employees.
Both a compelling business story and a for business success, FedEx Delivers presents a model to show how these practices created and sustained an innovation culture. Readers will learn how to apply this model to their organizations for developing a culture of innovation that evolves with the times and offers fresh solutions to new challenges.
Innovative thinking and disciplined execution are what made FedEx a market leader, and they can help any business in any industry do the same. Each chapter covers a different aspect of innovation with real-life stories that highlight its effectiveness, and offers valuable ideas that lead managers through the process of implementing those practices.
By breaking innovation down to its three simplest steps-generation, acceptance, and implementation of ideas-and offering proven leadership practices that really work, FedEx Delivers offers unique insight and invaluable advice on building an organization that can adapt to any challenge and meet any goal in today's highly competitive global economy.










77% (13)





The Mull of Oa




The Mull of Oa





The coast of Islay has seen numerous shipwrecks, but two of them stand out, particularly due to the loss of young life involved. These are the Otranto and the Tuscania. Both wrecks are commemorated on the huge monument there in the distance. The story of HMS Otranto I shall tell later, when we visit Machir Bay where it happened, but the SS Tuscania sank out there in the grey waters of the North Channel, between the Mull of Oa and the coast of Ireland.

At the outbreak of the Great War, the Royal Navy commandeered a large number of ships for military use. In particular, passenger liners were commandeered for use as troop transports. In the age before passenger flights, in fact almost before any flights, the only means of crossing the Atlantic was by ship. While the names of some of the great liners such as Titanic and Lusitania are still household names, there were huge numbers of other ships plying the routes between the ports of Europe and those of Canada and particularly America. One such ship, owned by the Cunard Steam Ship Company and completed in 1915, was the SS Tuscania, a liner of 14,348 tons displacement, and under the command of Captain Peter Alexander McLean.

When the Americans belatedly decided to play their part in the war in 1917 (prompted by the sinking of another great Cunard liner, the Lusitania), their troops had to be brought across the Atlantic on troop ships and in early 1918, it was the Tuscania’s turn to make one of these runs.

The passengers for the SS Tuscania’s last voyage consisted of the 6th battalion of the 20th Engineers, the 107th Military Police, the 107th Supply train, three aero squadrons (100th, 158th, 263rd), and a number of replacement officers and soldiers for the 32nd Division. In addition, she carried 30 mules, supply wagons, boxes of bacon and airplane parts. In all, there were 2,013 troops and 384 crew aboard.

Having boarded at Hoboken, New Jersey, on the 25th January 1918, the men were sent below before the ship cast off, so that they would be out of sight of the prying eyes of any spies, keen to report the ship’s cargo and likely destination back to Germany. Controversy was to continue for many years after the war as to whether this was what actually happened. Once the black and grey camouflaged ship was out to sea, the men were allowed up on deck again.

The following day, January 26th, the Tuscania entered Halifax, Nova Scotia, through an opening in the steel anti-submarine net, where the men were able to observe the devastation caused the month before when the 'Ioma,' a Belgian relief ship and the 'Mount Blanc', an ammunition vessel from New York, collided. The ammunition ship exploded, killing some 1,500 people. The Tuscania only stayed a few hours and sailed in the afternoon.

Once at sea again, the Tuscania and the other waiting ships formed into a convoy, code-named XH-20. The 14 vessels in the convoy and their excorts formed into 5 columns, and were led by the British cruiser HMS Cochrane. As well as the cruiser, there to protect the convoy from enemy surface ships, a number of destroyer escorts formed an outer ring for protection against submarines.

In addition to ships and U-boats, there was also the threat of mines, and to protect the ship from these, paravanes were strung over the sides of the bow, designed to ward the mines away along a cable to a blade which cut the tethers. The mine having floated to the surface, could then be destroyed by gunfire.

The voyage across the Atlantic was monotonous for the troops, there being little to do. The weather had been 20 degrees below freezing when they left Canada, and the temperature did at least improve, during the voyage. The convoy zig-zagged to make it harder for U-boats to position themselves for an attack, changing course by as much as 40 degrees, as advised by the lead escort. One or two ships, such as a tanker at the back of the convoy, were unable to zig-zag as they had difficulty keeping up with the convoy.

While the convoy was out in the Atlantic, the probability of being found by U-boats was reasonably low, but as the ships approached Britain, they had to pass either to the north or south of Ireland, and it was in these narrowing waters that the U-boats tended to wait. Protection for the convoy was therefore increased as it approached the North Channel, by the arrival on February 4th, 1918, of eight British destroyers of the 4th flotilla, from their base at Lough Swilly in Northern Ireland. The cruiser HMS Cochrane remained in command.

Tuesday February 5th, 1918, dawned partly cloudy, with a strong southerly breeze blowing, which meant that as the convoy approached the North Channel, it came into the lee of Ireland and the seas improved. At 4pm they saw the coast of Islay to port and the troops started to think that they had reached safety. A little while later, a dark grey line became visible on the starboard horizon as the coast of Ireland came into sight. A











Working hard




Working hard





Wallaroo, Mediterranean Shipping Company (Australia) (MSC) is a privately-owned company, founded in 1970, one of the leading global shipping lines of the world.

Canon EOS 30D, ef 90-300


2009

Img_1459









heavy equipment shipping companies








heavy equipment shipping companies




Shipping Company Strategies: Global Management under Turbulent Conditions






This book is about developing implementable strategies for shipping firms. It opens with an initial historical retrospective that highlights cases on A.P. Moller-Maersk and Leif Hoegh and Co. Here the reader is introduced to the global nature of competition in shipping, as well as the volatility of shipping markets. The book then turns to the question of how to play these markets. It looks at commodity based shipping company strategies for the bulk carrier, tanker container-ship and other segments. Here, the focus is on both going long-short, in-out, and maintaining a low cost base. Next is a discussion of operations versus asset play. The book analyzes Marsoft's forecasting methodology, with case studies on The Torvald Klaveness Group, Norden, Frontline and Teekay. The book then takes a close look at the challenge of driving one's strategy towards niches, i.e. on-commodity segments, with a spotlight on how to find a viable business opportunity and develop a defendable strength there. Examples come from I.M. Skaugen, Farstad Shipping, The Torvald Klaveness Group and Leif Hoegh and Co. Since overall corporate-wide portfolio strategies can be important in shipping, particularly if the various elements in the portfolio are relatively unrelated, the next part of the book turns to analytical approaches, citing several examples. Then follows a discussion of key organizational issues, particularly how to create and sustain more effective, predominantly network-based organizations. The penultimate subject is the important role the board of directors can play here. Finally, the role of family firms, and the future of shipping firms, is discussed, again with several rich examples.










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