There are many chapters in this book and the author will take the readers from the basic information of handling vessels, through all technical aspects, covering literally everything they should be aware of, up to and including the responsibilities of the pilot related to the vessel and to the port authorities.
We recommend this publication to all mariners and students due to the comprehensiveness of coverage and reader-friendliness. In the past the anchors, together with their auxiliary equipment and arrangements, used to be designed for the vessels of relatively small size and tonnage. They were considered adequate to comply with the specifications in terms of the bottom and weather conditions. Nowadays, the vessels are of considerably larger size; however, the expectations set for the anchor equipment are more or less same.
But for the really big vessels this is not possible and that is why the seamanship methods shall be re-considered. We shall always note that the anchors are there to temporary hold the vessel in position awaiting pilot or berth availability. This book will provide all information needed to arrange the anchor operations in safe and effective manner. The author has covered such important areas as the types of the ship anchors, anchor chains and windlasses, forcesand holding powers, anchorages including positioning and maneuverability, responsibilities etc.
The separate chapter is devoted to the anchoring and mooring methods. Moreover, there is another chapter covering only the large sized vessels. The other items addressed include after-anchoring activities, handling-off anchors, maintenance of the ground tackle, and others.
The present training resource has been specifically published for the young officers who are aspiring to get to the position of the Chief Officer. It will also be useful to the people just promoted to this position. It is a very practical publication which is mainly dealing with the real world of the ocean and vessels rather than purely theoretical; the authors have discussed different important problems that are commonly encountered by the Chief Officers of the vessels in their day-to-day operations.
In fact, there are many publication available today, teaching the students the proper way to perform the numerous tasks that are making up their professional duties.
All of them are very helpful when used for the professional training; however, the most important issue is to try to learn how to correctly blend the possible and proper in order to produce a desired feasible result getting us and the vessel through the unscathed days. That is why we would highly recommend this training course for all people in the industry and definitely to all desiring to become Chief Officers. The content of the volume starts with the description of the position and main responsibilities and duties assigned, and then covering all aspects of Chief Officer's work on board.
One of the most common and critical operations on any vessel is the anchoring. It is felt, however, that in some cases the designs of the anchoring arrangement that are currently in use, do not fully satisfy the demands of the modern shipping industry. When performing the identification of the challenged normally associated with the ship anchoring, it become clear that there is a need for the review of the current standards governing the construction of the windlasses, considering the fact that the ships tend to get anchored at the water depths well above their lifting capacities.
The EASA is concentrating in achieving quality and standardization in Production of aeronautical parts; design of aeronautical parts; issuing primary certification; maintenance organization approval; and maintenance organization approval. The regulations concern Training, Documentation, Procedures and Compliances in several categories, among them important for safety and security of cargo operations.
A so-called Simplified Procedure requires only Annex B, but with an additional preamble, that includes the Main Agreement and Annex A in their standard wording without repetition of the full text. Manuals that are indicated as mandatory must be available at each location where cargo operations are conducted 2.
For more information, see CHM 4. All other employees must be informed by Cargo Director in a suitable manner so that they can implement the safety measures concerned in their handling area reliably and in the specified scope. In case of hidden dangerous goods and other doubtful cases, a clarification must be sought from the shipper on exact nature of goods and Material Safety Data Sheet MSDS requested. Weight check at acceptance is mandatory. Single pieces exceeding kg must have gross weight marked on the cargo identification label or outer surface of the package.
For each weight scale in use a written check-record must be issued. Each scale must be marked with the date of the check. Cargo Department must retain proper weight scale check-records for a minimum of two 2 years. Airlines reserves the right to inspect these records at regular intervals. Procedures for Acceptance Same safety relevant measures must be applied as for cargo. An AWB legally stipulates liabilities of carrier s and limits on compensation, rights and obligations of the shipper, consignee and carrier s and is non- negotiable.
The shipper is responsible for the correctness of the particulars and statements relating to the goods which he inserts in the AWB or which are inserted on his behalf. The shipper will be liable for all damage suffered by the carrier o any other person by reason of irregularity, incorrectness or incompleteness of the said particulars and statements, regardless or whether the AWB is completed by himself, or on his behalf by the carrier or his authorized agent.
With his signature, the shipper simultaneously confirms that he agrees to the Conditions of Contract as set forth on the reverse side of the AWB and to the Conditions of Carriage. Instructions for the Completion. In no case may the Air Waybill be executed signed and receipted before the complete shipment has been received and is accepted for carriage. All known entries on the Air Waybill must be inserted at time of issuance and all copies of the Air Waybill must be identical.
Only one Air Waybill must be issued for each shipment and must cover all parts of the shipment. The Air Waybill including all particulars shall be executed typed in English language.
Any amendments including additions to information shown or required on the Air Waybill made by any participating carrier must be made on all remaining parts of the Air Waybill and properly identified by the carrier making such amendments.
Identification of the carrier must be placed as closely as possible to the item s amended 34 Editor: I. Such identification shall include the official IATA Carrier abbreviation and 3-letter code of the station where the amendments were made. This means that all known charges, such as freight charges, incidental charges at departure, special handling charges, fuel and security surcharges, transshipment charges, etc.
All other charges incurred at destination are payable by the consignee. The acceptance check is covered in CHM Sub-section 5. These time limits should enable shippers and agents to deliver cargo as close as possible to the time of departure but still allowing sufficient time for documentation, handling, clearance, load planning and loading. Local conditions such as the distance of Cargo Terminal from the Ramp, as well as type of aircraft operating must also be observed.
Security Measures All shipments without exception must be security cleared at the time of acceptance. Alternatively such shipments shall be stored for 24 hours, see CHM Section 9 for detailed information on security of cargo. For liability reasons a shipment for which no Air Waybill was issued must neither be accepted nor stored by or on behalf of TIA.
Airline shall inform the shipper on the applicable regulations, however, the responsibility for completeness and accuracy of the accompanying documents rests withthe shipper himself. The ascertained details shall be compared with those shown in the accompanying documents. Each piece of shipment must be an entirely separate unit. If several pieces of cargo are combined to one piece, they must be connected or fastened together in such a way as to prevent disintegration and a consequent increase in the number of pieces during transportation.
Weight Controlling the weight of a shipment by airline staff is mandatory. Purpose being to assure an accurate weight and balance, to verify the amount of charges due, acts to prevent pilferage and false claims.
In case of heavy or outsized pieces of cargo, which cannot be weighed on the scales available at the airport, an official weighing card must be supplied together with the shipping documents at the time of the acceptance. The following items will come under this procedure: 38 Editor: I.
Protruding parts of the packaging, i. If a piece is not rectangular, the dimensions shall be obtained by measuring at a right angle. Loadability of Cargo The loadability of individual pieces of cargo shall be checked at the time of acceptance, according to the following criteria. Maximum Permissible Weight per Piece. The maximum permissible weight per piece is limited according to the structural capacity of the type of aircraft, as well as for safety reasons concerning loading and unloading.
For calculation of the floor bearing weight, see CHM 3. The loadability according to the size dimensions of the cargo pieces shall be determined by means of loading charts, see CHM Section 3 Classification and Temperatures of Cargo Compartments The acceptability of certain types of goods such as live animals AVI , perishables PER etc has to be determined according to the climatic conditions or possibilities for air- conditioning of the cargo compartments of the respective aircraft type, see CHM Section 3 39 Editor: I.
Also the packing shall protect persons and other cargo as well as aircraft from being damaged by the goods carried. For special cargo, see CHM Section 6, specific packaging requirements have been established which must be observed.
When accepting a shipment for air transportation, the outer packaging should be carefully checked. If the packaging is found to be deficient as a result of damage or due to insufficient packaging, such defect should be eliminated. If, however, this cannot be done and, therefore, damage or loss is to be expected, such goods shall be excluded from further transportation.
Marking Each piece of cargo shall be durably and legibly marked by the address of the shipper and consignee. The shipper is free to show any additional markings, such as order numbers, handling instruction, etc. Labelling Labels must be fully visible and all old labels and markings must be obliterated. The Cargo Identification label must be affixed to each piece of cargo. Data capture for storage can take place in this regard Inventory control system Elwis. A re- check against documents has to be made: 40 Editor: I.
Unless instructed to the contrary by TIA Cargo management, only the carriers own equipment must be used pallets, tie-down rings, straps, ropes…etc. Original acceptance documents AWB etc.
Airlines representatives are obliged to pick up the original documents at GHD. The Cargo will be stored in the warehouse, storage location for export cargo.
Data capture for storage can now take place Inventory control system Elwis. Cargo office at destination shall inform the cargo office at origin immediately whether and when a deposit or written guarantee is obtained from the consignee, or whether acceptance of shipment on charges collect should be refused. The shipment may not be accepted for carriage and be dispatched until a confirmation of the cargo office at destination has been received. It is responsibility of the latter to collect the total charges collect amount once the confirmation has been sent.
All documents must be in compliance with Airline regulations and with customs clearances. Documents must be delivered as soon as possible for further handling. Without complete documentation no acceptance will be done. Acceptance takes place and the following points must be checked against following documents: - Weight - Measurements - Labels and markings - Condition - Destination Customs clearance An SLI will be issued and signed by shipper and by Ground Handling representative.
One copy is handed over to the customer, the other copy stays at GH. Airlines are obliged to pick up the original documents at GHD. The Cargo will be brought to the dedicated mini-shipment storage area.
Data capture for storage can take place Inventory control system Elwis. The Export Cargo acceptance must: check condition of the packaging material: - count the number of pieces - weigh scaling can be done with the forklift - measure - destination - screen All these details must be inserted on an SLI. Shipper goes back to the GH Export acceptance area and labels his Cargo. Customs clearance has to be done by the Shipper himself. Airlines are obliged to pick up the original documents at GH.
This Cargo will be stored in the warehouse, storage locations for export cargo. Handling of transit freight will have to be completed in time for the re-forwarding flight. If for various reasons, the connection is missed flight delay, handling problem, etc… the Airline reservation office must be advised by telex and they will inform TIA employees of action taken Applicable only when TIA employed in the office environment.
Certificate of Disinfection required when hay or straw is used. Name and address of consignee and country of origin are required. English; acceptable French or German. Delivery outside Customs hours possible after prior application and against payment of extra charges.
Without this clearance from customs no delivery is allowed. This service will be charged additionally. Irregularities noticed during physical cargo delivery in case that cargo arrived damaged or gets damaged during its stay in our custody, than the shipment is opened under custom supervision together with the CNEE to determine the average and a protocols should be signed by both parties. In case that damage is presumed even though no damage is visible, a check can be made under the same conditions as previously mentioned.
Storage costs, insert 1st chargeable storage day, add days together and multiply by the rates, according TIA cargo tariffs make the 1st sum, add the V. The invoice must be issued directly from Elwis system. Sample consignments 2 Pro Forma invoices stating purpose of goods and value. Gift consignments 2 Pro Forma invoices with details contents and the value of each article.
Gift consignments addressed to individuals, up to a value of USD New buying up to a value of USD If an automated recording is not available, TIA employees will hand write the date and time on the Road Sheet or on the cargo manifest and stamp it with their Company seal. As regards direct pick-up and in case the driver does not have a Road Sheet, the above registration will be done on CMR or on bordereaux. The Road Sheet or CMR or cargo manifest or bordereaux will serve as proof of punctuality of transport.
He keeps two copies; one for TIA Cargo, and gives the other to the driver. TIA employees hand over the documents to the consignee, in case they are present, no later than: - 60 min after arrival of a Passenger flight - 60 min after arrival of a Cargo flight - 60 min after arrival of a truck Express Cargo: 90 minutes from ATA is the delivery time set for documents and cargo.
TIA employees must obtain a delivery receipt. After identity check, TIA employees hand over a release note with the goods. He advises the origin station issuing IRP by telex. If dangerous goods 50 Editor: I. He must also report the facts to TIA Management when necessary.
TIA employees process the warehouse inventory once a week for Imports and Exports, and advise head of Cargo of any discrepancies. For approved parties, TIA employee issues a control receipt form, obtaining signatures from the receiving party and dispatches copies accordingly.
The Air Cargo Agent is responsible for packing or checking the packaging material - weighting, measuring, labeling and completing respective documentation, i. It is not intended to reflect the allowable damage limitations as set out by ULD manufacturer, or any further, more restrictive, limitations that the owner might have in place.
Acceptance and transportation of special cargo must be performed in accordance with the regulations laid down in this section. The original remains on board, the copy is filed with Load Control documentation.
Filing Period. NOTOC shall be filed for a period of 3month, unless local regulations or carrier regulations prescribe longer period. They must be stored at the DGR storage area.
Special cargo has to be clearly market, e. On top of above, also the special procedures of each Airline have to be applied. IATA Regulations are applicable to all airlines, which are members of IATA and all shippers and agents that offer consignments of dangerous goods to these operators. In some cases these classes are further divided into divisions to identify a particular risk within one class.
Explosives are also assigned to one of thirteen compatibility groups which identify the kind of explosive articles and substances that are deemed to be compatible. Compatibility groups are identified by capital Latin letter following the division number. Explosives 2. Gases 3. Flammable liquids 4.
Flammable solids 5. Oxidizing substances and Organic peroxides 6. Toxic and Infectious substances 7. Radioactive material 8. Corrosives 9. Miscellaneous Dangerous Goods Within some hazard classes criteria are developed for dangerous goods to be assigned to the relevant packing group according to the degree of danger.
This last point on testing is essential. Careful record keeping is required in this area, since Civil Aviation Authority or State inspectors may want to see all evidence of package testing when they conduct routine inspections of offered facilities or investigate incidents. Once the correct package has been selected and filled, it must be marked and labeled with the correct hazard information. Note that for most generic - i.
Dangerous Goods Hazard Labels. Hazard labels are used to identify primary and subsidiary risk s of the dangerous goods articles or substances and are affixed on the packaging.
Note the markings include the proper shipping name and UN Number together with the hazard and orientation labels must be placed on the boxes. A UN specification marking also must appear on the specification package, indicating that it has been performance tested and found capable of satisfying the requirements for Packing Groups and type of aircrafts.
Dangerous Goods Handling Labels and Marks. Handling labels and marks are used in addition to hazard labels to provide information on the proper handling and stowage of packages containing dangerous goods.
Consumer Warning Pictograms An article or package may bear a consumer warning pictogram s. The following consumer warning pictograms were introduced by the Globally Harmonized System 58 Editor: I. The deadline for final implementation is 01 December for neat substances and 01 June for mixtures. Whenever products bearing these pictograms are found in general cargo a clarification should be sought from the shipper and Material Safety Data Sheet must be checked. If products are classified as dangerous goods for air transport they would have to be removed from the shipment, if not shipment may be accepted as "Not Restricted".
With the aim of preventing undeclared dangerous goods from being loaded on an aircraft, cargo acceptance staff should seek confirmation from shippers about the contents of any item of cargo where there are suspicions that it may contain dangerous goods.
When shippers offer packages containing the following commodities, they must be asked to check their consignments against the class definitions in the IATA Dangerous Goods Regulations and confirm by endorsement of the Air Waybill, e.
A Material Safety Data Sheet MSDS shall be used as a primary source of information to determine if articles or substances are classified as dangerous goods for air transportation. The air waybill, the airline contract for carriage, is not normally used to transmit the required dangerous goods information except when dry ice is used to refrigerate non-hazardous materials, or when the shipmentis in excepted quantities.
Such procedures may be established by government or airport authorities, operators or other bodies. It is important that everyone is familiar with local requirements and emergency contacts. Any occurrence relating to the transport of dangerous goods which seriously jeopardizes an aircraft or its occupants is also deemed to be a dangerous goods incident. An aircraft which has been contaminated by radioactive materials must be immediately taken out of service and not returned until the radiation level at any accessible surface and the non-fixed contamination are not more than the values specified in the Technical Instructions.
Staff involved in such incidents should stay on site until their names are noted. This format may also be used when reporting occurrences to another operator. The report should be as precise as possible and should contain all data known at the time the report is made.
Copies of all relevant documents and photographs, if available, should be attached to the report. Dangerous Goods Occurrence Reports must be filed for a minimum period of 2 years. Perishables are commodities or products which are subject to deterioration, perishing or depreciation due to changes in climate, temperature, altitude, or length of time in carriage.
Some perishable commodities are further defined as categories of special cargo. Code Special Cargo Examples EAT Foodstuffs dairy products, products for human and animal consumption not packed in hermetically sealed packagings, bakery HEG Hatching eggs turkey, ostrich and similar poultry etc.
PER Perishable goods any goods liable to deterioration PES Fish and seafood fresh fish and seafood crab, caviar, crawfish, salmon, lobsters, mussels, tuna, turbot etc. PIL Pharmaceutical products drugs, biological products, medical devices, homeopathic remedies, herbal products, biomedical products Depending on transport condition and packaging of perishable commodities, the following secondary special handling codes may be applicable.
If shipment is found to be already deteriorating it must be refused. Perishable cargo shall only be accepted for carriage when it is reasonably certain that it will reach its destination in good conditions.
The shipper shall provide written instructions as to the maximum acceptable duration of transportation and of any special handling required. These instructions shall be shown on the air waybill and packages. Packaging materials in common use for transportation of perishable goods include: Expanded polystyrene cartons; Polyethylene bags; Waxed cardboard cartons; Treated fibreboard cartons, Wooden barrels, crates and boxes; Plastic containers; Metal cans; Polyethylene sheeting, etc.
Handling labels should be used when appropriate. The appropriate storage facilities as required for particular perishable shipment type are available at airport en route and at final destination. And some of these are even open source. Strangely enough, there is still not a good and free open source There could be situations where you need to remove PDF restrictions for valid and legal reasons off course. There could be situations where you need to remove Pdf restrictions for valid and legal reasons off course.
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