The present briefing is intended to provide all interested parties with the general thoughts and required guidance relating to the dealing with the discrepancies between vessel and shore figures at a port of loading and on the utilization of the protest letters in such circumstances. The content of the publication comprises of the practical guidance followed by the fundamental theoretical information.

The practical guidance starts with the explanation of the insistence on the shore figures by the shippers and charterers. The major issue for the Masters when their vessel and shore figures are not matching during the loading of the liquid cargo is to make a decision on whether he could issue a truly honest bill of lading, i.e. the one not deceiving the receivers of the cargo into thinking that they are getting something that the vessel is not actually able to deliver.

The vitally important decision for the Master in these cases is to decide if the discrepancy lies within the acceptable margin. If so, then either of the figures can be correct. Issuing the bill of lading with the figures known to be false or the ones where the Master does not believe in their truth, would mean issuing a dishonest bill of lading. And, the definition of the acceptable margin varies from one loading to another, according to the particular circumstances and facts...

Looking into this volume, we have underline the main purpose of this well-written plus remarkably comprehensive publication is to describe physics of the seabed liquefaction processes taking place around marine structures, together with their implications for the pipelines and sea outfalls, plus quay walls, caisson breakwaters and different other marine structures.

We would recommend this title to literally all participants of the ocean as well as marine and coastal engineering industry and anyone with the practical interest in the liquefaction/stability of marine structures. Professor Mutlu Sumer, the author of the this title, has also included numerous real-life examples with the sole intention to duly illustrate the possible catastrophic consequences of the liquefaction of soil as applied to the various marine structures; moreover, the author has also addressed the matters of math modeling of the liquefaction.

Some other live examples are directly supporting the discussion on the proper assessment of potential the liquefaction has, as well as the investigation of the benchmark cases. A must-have reading to any specialist in different areas of ocean engineering and any associated disciplines, including students, pros, scientists/researchers taking part in the activities of marine and ocean engineering.

The publication presented to your attention presents the Rules developed and released by DNV classification society and addressing the FPS units and installations, stating the conditions and procedures used for the purpose of assigning and maintaining the classification status.

The publication consists of three parts providing general info on the basic principles of classification and procedures in use, the requirements relating to the design and construction for the phase of the newbuilding and, finally, requirements applicable to the maintenance of class status during the operation of the unit. The Rules apply to the offshore installations of the ship-shaped, column-stabilized, self-elevating, tension-leg and deep draught types utilized for the hydrocarbon production, loading, storage and offloading services.

There are some special considerations for conversions contained in the the first appendix, while the other two appendices provide the intro to the offshore classification and guidance on the mooring equipment acceptance standard. The opening and closing chapters of the publication provide information on the current and historical changes made to this document, correspondingly.

DNV-OSS-101 issued in 2014. Current changes; Principles and Procedures for Classification - Introduction, classification principles, classification scope and notations, assignment of class, retention of class, certification of materials, components and systems, legal provisions; Design and Construction Provisions - design and construction requirements for 1A1 MOU main class, supplementary requirements for drilling units, well intervention units, accommodation units, crane units, and wind turbine installation units, optional class notations; Classification in Operation - General provisions, general requirements for structure and machinery surveys, periodical survey extent for main class, miscellaneous main class surveys, periodical survey extent for additional service notations, optional class survey notations, alternative survey arrangements, surveys performed by approved companies; Introduction to Offshore Classification; Mooring Equipment Acceptance Standard Guidance; Historic changes - in short, this document contains all applicable requirements. It shall be on board any classed offshore installation and be used by both class inspector and crew members preparing their facility to the forthcoming inspection.

DNV-OSS-103 issued in 2012. Current changes; Principles/Procedures for Classification - intro, classification process, class maintenance, legal provisions etc.; Design and Construction Provisions - Main class - 1A1 MOU and OI floating offshore installation, supplementary requirements for service notations LNG (or LPG) Production Unit/Installation, LNG (LPG) Storage Unit/Installation, and LNG (LPG) Loading Unit/Installation optional class notations, additional class notations - requirements for special systems and equipment; Classification in Operation; Changes - Historic.

The publication states the general terms and applicable procedures for assigning and maintaining the class status of such facilities, including the list of technical references that are to be used in the process of classification. Though this paper refers primarily to LNG and LPG, the principles outlined herein may be used for any other offshore facility such as those involving CNG (i.e. compressed natural gas) and GTL (gas-to-liquid) products.

Note that this document applies to the floating steel structures and does not directly address concrete structures (please check DNV-OS-C503 for the requirements applicable to bottom-fixed and floating structures made of concrete).

The drilling and production conducted offshore have always been considered a highly complicated and also very technically challenging operations. With the rapid increase in the drilling activities seen in the late seventeens and early eighteens the demand for much more technically qualified and specialized personnel have appeared- there was a demand for the people who could properly design and execute all the phases of both drilling and production processes.

However, it has become very difficult for the people to get a proper general technical overview of the complete scope of the activities. The main intention of the present book it to try and present all interested readers with the detailed examination of the specialized modern techniques together with the designs and materials, providing the participants of the offshore industry with the comprehensive overview of drilling/production operations conducted offshore.

Nowadays, taking into account the constantly increasing demand for the oil, the offshore drilling and production activities concentrate in the increasingly difficult--to-access areas. The offshore oil wells are not considered novelties any more. In addition, the future technical developments in the field of oil recovery offshore will definitely bring even more changes o the production sciences that shall be taken into consideration by the designers...

My topic today is the drafting of LNG charters. This may seem a bit of a dull topic but I would ask you to bear in mind that the charter hire for a new generation LNG vessel is around US$28 million per annum! Charters are often for 25 years, so it is important to get the drafting right.

This is obviously a big topic and I will therefore concentrate on certain areas - the type of charter used, the relationship between the Owner, the Charterer, the Builder and the Banks, particular points to look for in long term charters, and dispute resolution - always important to a lawyer, but also to the client. First of all a little background. LNG is a rapidly growing market and in the area which I have some particular expertise, Qatar, there are interests in over 75 LNG vessels both built and to be delivered in the next few years. Traditionally, LNG chartering was done on the basis of an individual project, the sale contract was entered into between the Seller and the Buyer, LNG vessels were built to service that particular project and were on long term charter to the Charterer or an Affiliate of the Charterer.

That has now begun to change, although I, personally, think it a little too early to talk about there being a spot market for LNG. There are now Contracts of Affreightment, short term time charters, voyage charters, cargo swaps and single cargo contracts. However, I think that the focus is still on the long term time charter and therefore that is what I am going to talk about today.

The DNV publication was issued in September 2013, it contains current and historic changes to statutory interpretations and supersedes DNV Statutory Interpretations dated February 2013. The SOLAS interpretations stated in this document cover construction, lifesaving arrangement, fire detection, protection and extinction, IMSBC and FSS Codes, GMDSS, ISM Code, safety of navigation, special measure to enhance maritime security, management for the safe operation of ships, acceptance and test criteria for water mist sprinkler system fitted in accommodation and service spaces.

The present publication is intended to present the DNV's interpretations of the various international statutory documents. Subject interpretations have been provided for the cases where there is no IACS UI or no any other interpretations. Note that this document covers only some selected relevant topics and must not be taken as the complete interpretations of DNV to international statutory instruments. In the cases where this Classification Society acts on behalf of the Flag, international statutory instruments, IACS UIs and our statutory interpretations shall be followed; any guidelines issued by IMO shall also be taken into account.