File Name: | cargo operations manual.pdf |
Size: | 1212 KB |
Type: | PDF, ePub, eBook, fb2, mobi, txt, doc, rtf, djvu |
Category: | Book |
Uploaded | 10 May 2019, 13:53 PM |
Interface | English |
Rating | 4.6/5 from 712 votes |
Status | AVAILABLE |
Last checked | 3 Minutes ago! |
This points to a longer recovery period and more pain for the industry and the global economy. Travel restrictions need to be lifted and relief measures continued. See de Juniac's media briefing of 28 July.The trouble is, no item is shipped by just one person or even one company. The ICHM covers the entire shipping process door-to-door and describes the operating procedures standard in every stage of the transport chain in plain language. Why re-invent the wheel? Users new to cargo shipping like the digital version because it’s much easier to search for the information you need. Digital is also cheaper. And lots of information you didn’t know you needed. Each chapter outlines what happens at each stage of the shipping process. We also use cookies for advertising purposes. Please see our privacy policy and cookies help page for complete information. See de Juniac's media briefing of 28 July.IATA actively drives the development of ground handling operations standards, best-practice processes, and procedures. We promote global consistency and harmonization. The integration of those efficiencies into processes plays an increasingly critical role in today’s air freight industry. In Airmail, we work to guarantee an efficient supply chain for the delivery of e-commerce goods as well as regular mail. On Load Devices (ULD), IATA works to enable their safe, proper, and effective management, use, and control. Building global standards, creating partnerships, and fostering innovation are critical to making the most out of the worldwide expansion of online retail. IATA works to simplify the business and embrace new initiatives and technologies. Our objective is to make air cargo easier, faster, and smarter. The Cargo Training Taskforce (CTTF) provides recommendations on potential benefits of aligned and benchmarked training requirements based on existing regulations, manuals and RPs across cargo operations.
Fully automated high-rack warehouses, automated and green vehicles navigating autonomously through the facility, employees equipped with advanced tools, including artificial intelligence and augmented reality. The facility of the future will be safe and secure, green, automated, connected, and smart. Its objective is to develop best-practice processes and procedures to address all aspects of cargo acceptance and handling. Cargo Handling Manual (ICHM) The IATA Cargo Handling Manual (ICHM) is based on the industry-endorsed Master Operating Plan (MOP). It will be further enhanced to reflect operating procedures for airmail, best-practices for irregularities and damages, and include freight forwarders’ requirements. Ground Operations Manual (IGOM) The IATA Ground Operations Manual (IGOM) is your current source for the latest industry-approved standards harmonizing ground handling processes and procedures for frontline personnel. It contains 21 topics related to cargo safety working instructions out of 85 core cargo handling topics currently found in the airlines' cargo operations manuals. ULD Regulations (ULDR) The IATA ULD Regulations (ULDR) covers both technical and operational standards and regulatory requirements as well as the carrier's requirements applicable to overall ULD operations. Airport Handling Manual (AHM) The Airport Handling Manual (AHM) is your definitive source for the latest industry-approved policies and standards covering all facets of safe and efficient airport operations. The manual contains the new Cargo Recommended SLA (AHM 803). Cargo Products IATA’s close engagement with the air cargo industry stakeholders and every level of the commercial airline community gives us the extraordinary experience to provide effective air cargo solutions (pdf). With IATA’s recognized standards, expertise, insight, and network, you are sure to find the answers you are looking for.
SGHA-SLA and Effective Negotiation Behaviors (Classroom, 5 days) We also use cookies for advertising purposes. Discover everything Scribd has to offer, including books and audiobooks from major publishers. Start Free Trial Cancel anytime. Report this Document Download Now save Save Cargo Operations Manual CT For Later 100% (1) 100% found this document useful (1 vote) 693 views 260 pages Cargo Operations Manual CT Uploaded by Crywul Suitswitt Fazh Description: Cargo Operation Manual Chemical Tanker Full description save Save Cargo Operations Manual CT For Later 100% 100% found this document useful, Mark this document as useful 0% 0% found this document not useful, Mark this document as not useful Embed Share Print Download Now Jump to Page You are on page 1 of 260 Search inside document Browse Books Site Directory Site Language: English Change Language English Change Language. The ICHM helps airlines and cargo handlers to operate more effectively together, to improve efficiency and safety in air cargo operations. It follows the process as described in the industry Master Operating Plan (MOP) a new IATA CSC Recommended Practice (RP 1683). The ICHM allows for cargo handling agents to follow clear standards, airlines wishing to adopt industry standards and freight forwarders to understand their responsibilities in ensuring cargo operations are carried out seamlessly. The aim of this publication is to: (1) To align and collect all cargo handling procedures with current best practices, and (2) Use the Cargo Service Conference (CSC) governance structure for efficiency publishing (from time of agreement) and therefore adoption of new standards. Contact our sales department for more information. All stock products are shipped same day. Weather, transport and final location conditions can affect delivery. We maintain high levels of stock for next day delivery within the UK, and 1-2 day delivery internationally.
The aim of this publication is to: (1) To align and collect all cargo handling procedures with current best practices, and (2) Use the Cargo Service Conference (CSC) governance structure for efficiency publishing (from time of agreement) and therefore adoption of new standards. Contact our sales department for more information. We maintain high levels of stock for next day delivery within the UK, and 1-2 day delivery internationally. In some cases, the competent ship’s staff and trainees may be initially unfamiliar with this vessel and the information in this manual is intended to accelerate the familiarisation process. It is intended to be used in conjunction with shipyard drawings and manufacturer’s instruction manuals, bulletins, Fleet Regulations, the ship’s Captain’s and Chief Engineer’s Standing Orders and in no way replaces or supersedes these publications, all of which take precedence over this manual. Information relevant to the operation of the British Kestrel has been carefully collated in relation to the systems of the vessel and is presented in three on board volumes consisting of BRIDGE SYSTEMS AND EQUIPMENT OPERATING MANUAL, CARGO OPERATING MANUAL and MACHINERY OPERATING MANUAL. This release contains Cargo Operating Manual. These regulations can be found in the Consolidated Edition, 1991 and in the Amendments dated 1992, 1994, 1995, 1998, 2001, and 2003. These instructions should be carefully studied by all personnel involved in cargo handling operations.If unforeseen situations develop, the plan shall help the. Operator to find alternative operational methods at short notice and avoid beingThe plan must be prepared and presented in a suitable layout and include the mainReference documentation such as the vessel?s cargo handling manual, the SIGTTOCollected prior to theInformation such as:PlansPlanPort, Date, departure heel required)F.O., D.O., and F.W.
) having due regard to the specificList of documents to beArm Cooldown Line up and specify sequence of valves to openLine up and specify sequence of valves to openFull Rate: Sequence amps in cargo pumps and sequence ofCargo planning ? Unloading operation guidelines Check-ups after arrival. Moorings properly stored on working drumsArm Cooldown:Full Rate: Cargo planning - Cargo operation guidelines Check-up before arrival:Officer in chargeThis is essential, matching the operation withIf the Officer on watchCargo handling - Recording Typical factors to beWe have endeavoured to make the information For latest information please visit www.imo.org. These instructions should be carefully studied by all personnel involved in cargo handling operations.Similarly, the personnel involved in cargo operations must be fully aware of their duties and thoroughly trained in the correct procedures and handling of the equipment. There is always the possibility of the presence of gas in theIn windy conditions vapours rapidly disperse (that is to say they dilute,Where there is little air movement, there is aAn area or space that is considered gas free for hot work or entry should be frequently re-tested. In still air conditions, flammable or toxic gases may accumulate inIn the event of large accumulations ofUnder these circumstances you must: Some of the moving air is drawn intoResponsibility (1) It is the responsibility of the master to ensure that the officers and crew are properly and correctly informed of their duties, and understand how to fulfill them. (2) The master or an officer appointed by him is responsible for the safety of the ship and all cargo operations.Any special safety requirements of the shore installation should be brought to the attention of those concerned.
The Chief Engineer should also sign theThroughout the entire cargo handling period, either the Chief Officer, or the Cargo Engineer, has toThe Cargo Engineer assumes operational responsibility for the cargo during certain in-port periods. The handover between the Chief Officer and the Cargo Engineer should be a formal procedure toOperations Log. The Officer of the watch is to be on duty at all times. Two seamen are also on cargo duty and their duties should be fully explained to them. TheyThis includes terminalIt is also stronglyAll outside areas of the vessel are to be regularly patrolled, including accommodation decks, bridgeRefer also to Company, Industry publications and terminalUsually a terminal representative will board the vessel toScuppers must be closed as soon as the draining of surface water isOil absorbent pads should be placed close to the scupper to collect any oily substances which mayWhere necessary careful adjustment of the moorings, and fire wires where they are rigged as perThe terminal operator must always be advised before any moorings arePrior to adjustment consideration should be given to the prevailingTwo watch keepers must be available, and wires should never beIf necessary additionalThe relievingThe Officer of the Watch must ensure that he has sufficient personnel, capable of performing theirWe have endeavoured to make the information For latest information please visit www.imo.org. To browse Academia.edu and the wider internet faster and more securely, please take a few seconds to upgrade your browser.
Related Papers OISD 194 By Padmanaban Duraiswami FAMILIARIZATION GAS TANKERS By Kristian Asmund TANKER SAFETY GUIDE LIQUEFIED International Chamber of Shipping British Library Cataloguing in Publication Data International Chamber of Shipping Tanker Safety Guide (Liquefied Gas) Shipping -2nd Edition 1 Title ISBN 0-906270-03-0 Designed and printed by By Dharmesh Mistry \ By vishal kumar Deck Cadet Booklet for LNG Operations By Philip Jarrell C Fernandez READ PAPER Download pdf. Please enable scripts and reload this page. Please turn on JavaScript and try again. The working languages are English, French and Spanish. Some content on this site is available in all official languages. The majority is presented in the working languages. If you would like more information, please visit our cookie policy page. Operators should use theYou may need toThe oversight of such operators is the responsibility. Need help? Please contact us! Experienced customer service for all your questions. The CHM helps airlines and cargo handlers to operate more effectively together, to improve efficiency and safety in air cargo operation. Streamline and align all cargo handling procedures and current best practices in one place. Use the Cargo Service Conference (CSC) governance structure for efficient publishing (from time of agreement) and adoption of new standards. Align to the same structure as Member operations manuals. Include content not found in the IATA Ground Operations Manual (IGOM) but currently found in airline cargo handling manuals. The ICHM brings together the 90% of information that is common to individual carrier cargo handling manuals. This publication can be viewed with the IATA Reader Software application for Windows computers, in which IATA publication content is viewed and interacted with. An IATA publication title is installed and activated in the IATA Reader software. Multiple IATA titles can all be installed and viewed in the same IATA Readers.
Just purchase an activation code here, and you’re ready to download the eDGR direct to your computer Enjoy the eDGR features: Web download straight to your Computer, Advanced searching, and sorting capabilities to locate specific sections faster and easier; An interactive, customizable section 4.2; UN number reports that bring together all necessary information on a given substance; User-friendly index for operators and state variations: a quick look-up of the most common operator or state variations of interest to the shipper; Graphics to illustrate the application of marking and labeling examples in section 7; Auto-update feature which keeps your eDGR current and up-to-date. Please be aware that your product key is a single-user license, and as per the End User License Agreement (EULA) it can only be installed on one computer at a time. Published: November, 2019 Effective Date: Jan 1, 2020 until Dec. 31, 2020 Stay up-to date with our special offers, sign in for our newsletter.Subscribe to the newsletter.We'll assume you're ok with this, but you can opt-out if you wish. Out of these cookies, the cookies that are categorized as necessary are stored on your browser as they are as essential for the working of basic functionalities of the website. We also use third-party cookies that help us analyze and understand how you use this website. These cookies will be stored in your browser only with your consent. You also have the option to opt-out of these cookies. But opting out of some of these cookies may have an effect on your browsing experience. Necessary Necessary Always Enabled Necessary cookies are absolutely essential for the website to function properly. This category only includes cookies that ensures basic functionalities and security features of the website. These cookies do not store any personal information. Wir helfen Ihnen gern. Fullen Sie einfach das unten aufgefuhrte Formular aus und wir erledigen den Rest.
Please fill in the below form and we will contact you as soon as possible with our findings. Wij gaan op zoek! Vul het onderstaande formulier zo compleet mogelijk in. Wij gaan vervolgens op zoek naar de publicatie en nemen zo snel mogelijk contact op. WMT technical specialists survey the ships and offshore installations to verify systems, equipment, and operations, minimising the burden on an owner's new build team. Documentation is produced in draft stages, allowing input from on board staff and encompassing initial operating experience. Often these officers will join a vessel and have very little time to familiarise themselves with the vessel's systems and rely on the quality of the information available to them. WMT use these requirements as the philosophy for manual production, but we also ensure full compliance with international standards and the steady stream of new regulations. The information provided is enhanced by the extensive use of illustrations and produced in a format that can be readily understood. The manual consists of a number of sections which describe the systems and equipment fitted and their method of operation. Each section makes use of detailed illustrations and where applicable, photographs of the equipment taken during visits to the vessel. It also provides flow charts to aid in the commissioning of the vessel from varying states of readiness. It covers all aspects from the main engines, boilers and auxiliary systems through to power generation and distribution. All equipment particulars and capacities are provided in each section and illustrations are used wherever necessary to help with the understanding of the systems. It also details extension alarms that go through to the accommodation and procedures for switching the engine room to unmanned duty. This includes systems such as the fire main, portable fire extinguishers, hotfoam, hi-fog and CO2 installations. Fire detection systems and emergency quick closing valves are also covered.
It also provides information on what actions to take in the event of an emergency such as flooding. The manual offers a vessel specific reference document for a number of different systems making it a valuable tool for both newly joined and long serving members of the ship's company. Shore based ship's superintendents can also benefit from the manuals if it is necessary to communicate with a vessel regarding a system fault. The information is produced in an easy to follow page layout utilising text complimented by illustrations. The user is provided with comprehensive deck layouts as well as tank capacity plans. GMDSS equipment and operation is also Included in this section. An example of such a system is shown in the accompanying illustrations. Information is provided on all the main deck machinery including the mooring arrangement, launching arrangements for the ship's lifeboats and the location and use of the deck cranes. In this section information is provided about bridge teamwork, procedures for a watch handover as well as watch-keeping, the procedures for embarking and disembarking a pilot and helicopter operations procedures. In producing these cargo operating manuals WMT will cover a wide spectrum of ship types, from prestigious cruise ships to the VLCC workhorses of the oceans carrying crude oils, the ultra modern LNG vessels delivering clean fuel for the world's power stations, and the ever larger container ship greyhounds of the seas. All of these ships must be able to safely and competently load, transport and discharge their cargoes to all points on the globe, even under extreme and arduous weather conditions. Detailed information including reference illustrations on the type of containment system and its technology including rules and regulations are covered in the first section.
With safe and efficient transportation of these cargoes both in relation to the safety of the ship's crew and environmental concerns, it is now more imperative than ever that the safe operation of these ships is maintained and improved upon. These aspects are precisely the operating criteria that WMT use in producing the cargo operating manuals. Additionally, the manuals carry detailed information on the use of the essential equipment used in discharging the cargoes and maintaining the cargo tanks in a safe inert condition. Included in this section are the procedures of COW operations, line cleaning in preparation for drydocking, ballast operations, including heavy weather ballasting and the use of the ODME equipment. WMT manuals can form a one stop instruction manual which will cover details which may otherwise be either difficult for the operator to interpret from the manufacturer's manuals, or that they are not fully explained in a way the operator can readily understand. This final section covers the use and description of the fire fighting system and detection equipment both on deck and in the accommodation. Additionally, detailed information is described with the use of explicit illustrations on the use of emergency inerting of ballast tanks and safe discharge from a damaged cargo oil tank. Time is ever critical with these vessels which is why it is important that the ship's company are totally conversant with the method of loading, discharging and securing these types of cargoes. It is essential to ensure that the ship's officers are fully aware of the stress and stability of the ship especially if the ship's loading condition leaves the GM approaching the IMO minimum of 0.15m. Additionally, this section will cover the criteria for loading hazardous cargoes, their locations and type and the use of a spotting plan.
This section covers the use and description of the fire fighting system and detection equipment both on deck, in the cargo holds and in the accommodation. WMT have the ability to generate help tutorials on the loading computer software which are then linked into the PDF format of the operating manuals. Illustration information in relation to loading case studies are also covered in this section. What is not necessarily stipulated is the quality of such manuals, which in the experience of the project managers in WMT and our professional technical authors who are all ex-sea going staff, are sometimes of very poor quality. WMT strive to produce SOLAS manuals that are ship specific and are of such high quality that the ship's staff will be able to easily understand and carry out all of the related SOLAS functions. A full set of ship’s fire equipment plans is included. Mustering and embarkation procedures are also covered in this section. Survival techniques are also covered. This will ensure that junior staff receive correct, clear and concise instructions that are vessel specific and that more experienced staff are kept appraised of modifications and changes introduced into machinery variants through evolution. The planned maintenance instructions are enhanced by the extensive use of illustrations and produced in a format that can be easily understood. This provides the operator with a fast, efficient and user friendly system that can be operated from various workstations on board and stop the ship's staff from having to review manufacturer's generic information that is applied to several models of the same type of equipment. We recommend you upgrade to a newer version of Internet Explorer or switch to a browser like Firefox or Chrome.
In this case, baggage loading will be by item count, with prescribed assumptions about the average weight per bag used to complete the load and trim sheet; precise figures will often vary according to NAA regulations or be more restrictive to meet the aircraft operator’s own checked baggage rules. Average checked baggage standard weight assumptions usually vary depending on whether the flight is domestic, international, charter (holiday flight) or scheduled. Standard baggage weights must be applied with care. Incidents have occurred where standard weights have seriously under-stated the actual mass of the loaded baggage causing both an error in the total mass of the aircraft and a centre of gravity outside the approved safe envelope.Any load that shifts in flight will move the aircraft’s centre of gravity and can cause control difficulties (in extreme cases causing loss of control) and prevent baggage door opening post flight. Cargo netting may also be used to divide larger holds into sections.To help ensure each hold compartment is loaded correctly, a particular trailer may only contain the baggage destined for only one designated compartment. The trailer is unloaded into the aircraft hold via conveyor belts and finally positioned in the hold by loaders working within it. A system of stickers and a reconciliation sheet may also be used, where each printed baggage tag has a bar-coded sticker, which is removed and stuck onto the re-conciliation sheet as the bag is loaded. This helps ensure that all checked baggage for that flight has been loaded and accounted for.These can be used to consolidate baggage or cargo items before being loaded into the aircraft hold by specialised hydraulic lift equipment. The ULDs are then manoeuvred manually to a final position on board by use of a roller floor, before being finally secured in position.
In line with the best industry practices, UK CAA guidance material - CAP 1009: Gross Error Checks provides information on how any significant discrepancies in the loading process can be identified and corrected before departure.Such impacts may go unnoticed by the loading team or in some cases is noticed but not reported. This may happen when the load team can see no apparent damage so consider reporting the impact unnecessary. Where the aircraft structure is formed using composite materials, all impacts must be reported. While evidence of significant damage to a metal structure is usually clearly visible, this is not necessarily true for composite materials. Although the skin may appear to be undamaged, the core of a composite structure may have deformed or have been significantly weakened. The Investigation found that loading had been contrary to instructions and the aircraft had a centre of gravity outside the permitted range and was overweight. This was attributed to the aircraft operator’s lack of adequate procedures for acceptance and loading of cargo. A lack of appreciation by all parties of the need to effectively mitigate runway overrun risk in the absence of a RESA was also highlighted. ) B748, Prestwick UK, 2017 ( On 30 March 2017, a significant amount of fuel was found to be escaping from a Boeing 747-8F as soon as it arrived on stand after landing at Prestwick and the fire service attended to contain the spill and manage the associated risk of fire and explosion. The Investigation found that the fuel had come from a Bell 412 helicopter that was part of the main deck cargo and that this had been certified as drained of fuel when it was not. The shipper’s procedures, in particular in respect of their agents in the matter, were found to be deficient. ) The crew abandoned the takeoff and returned to the parking area. The tail of the aircraft was damaged due to the impact with the runway when the plane pitched up.
) AT76, Dublin Ireland, 2015 ( On 23 July 2015, an ATR72-600 crew suspected their aircraft was unduly tail heavy in flight. After the flight they found that all passenger baggage had been loaded in the aft hold whereas the loadsheet indicated that it was all in the forward hold. The Investigation found that the person responsible for hold loading as specified had failed do so and that this failure had not been detected by the supervising Dispatcher who had certified the loadsheet presented to the aircraft Captain. Similar loading errors, albeit all corrected prior to flight, were found by the Operator to be not uncommon. ) DH8B, Nuuk Greenland, 2019 ( On 30 May 2019, a DHC8-200 departing from Nuuk could not be rotated at the calculated speed even using full aft back pressure and the takeoff was rejected with the aircraft coming to a stop with 50 metres of the 950 metre long dry runway remaining. The initial Investigation focus was on a potential airworthiness cause associated with the flight control system but it was eventually found that the actual weights of both passengers and cabin baggage exceeded standard weight assumptions with the excess also resulting in the aircraft centre of gravity being outside the range certified for safe flight. ). Cargo trimming is a mandatory requirement for some cargoes, especially where there is a risk of theIt is recommended the cargo in all holdsThe ship's Master should be aware of the harmful effects of corrosive and high temperature cargoesShip Masters, deck officers, charterers andPractice for Solid Bulk Cargoes, the IMO Code of Practice for the Safe Loading and Unloading of. Dry Bulk Carriers and the SOLAS Convention). The amount and type of cargo to be transported and the intended voyage will dictate the.