United States Declaration of Independence and Paine Essay Example for Free

United States Declaration of Independence and Paine Essay What is an allusion? What is parallelism, or parallel structure? â€Å"from The Autobiography: The Declaration of Independence.† Jefferson states that the king has established tyranny over the Colonies. How does Jefferson back up this statement? Why was the passage condemning Britain’s involvement in the African slave trade was struck out of the original Declaration of Independence? Why did Jefferson believe it is important to show how the original version of the Declaration of Independence was amended? In the opening paragraphs, whom does Thomas Jefferson refer to as â€Å"pusillanimous†? In the Declaration of Independence, the words â€Å"governments long established should not be changed for light and transient causes† and their supporting passages suggest what? According to the way Jefferson has edited this draft of the Declaration of Independence, the phrase â€Å"with a firm reliance on the protection of divine providence† in the second to last paragraph was†¦. . ? What authority does the United States of America in General Congress cite in its Declaration of Independence? â€Å"from The Autobiography†, â€Å"from Poor Richards Almanack.† Why does Franklin arrives in Philadelphia in his working dress? In this selection from his autobiography, what does Franklin seems most eager to portray? How does Franklin ranks the virtues (according to what?)? What probable reason does Franklin suggest for his giving the boatmen his only shilling, even though Franklin did the rowing? Why does Franklin place the attainment of virtues in a numerical order? â€Å"from The Crisis, No. 1.† Paine argues that the best way to defeat the British is for what to happen/be done? Paine suggests that a state that surrenders its arms to the British would have to do what? By comparing the British king to a thief and a housebreaker, Paine suggests what about the British? In his conclusion, how does Paine intend to inspire readers? Which anecdote does Paine use in the selection? When Paine says, â€Å"though the flame of liberty may sometimes cease to shine, the coal can never expire,† he is using analogy to suggest what? Whom does Paine label a â€Å"sottish, stupid, stubborn, worthless, brutish man†? What kind of war does Paine describe as â€Å"murder†? When Paine begins his speech with the phrase â€Å"These are the times that try men’s souls,† he is suggesting what about the colonists? â€Å"Speech to the Virginia Convention.† Henry points out a contradiction between British claims and presence, such as? Henry recounts several instances in which the colonists sought agreement and acceptable terms with the British. He reviews these incidents in order to persuade the delegates of what? Henry states that the colonists have the advantage over the British because the colonists have what? Why does Henry advocates immediate action by the colonists? What is the main purpose of Patrick Henry’s speech? Why does Henry seeks to dissuade the delegates from resorting to argument? To whom is Henry addressing when he uses the word â€Å"sir†? When Henry uses the words â€Å"chains and slavery† near the end of his speech, What is he referring to?

Impact of Physical Activity in Psychiatric Care

Impact of Physical Activity in Psychiatric Care Alyna Punjwani Mentally ill people not only suffers from psychological distress, but â€Å"they often experience significant physical, social, and cognitive disability† (Kaur, Masaun, Bhatia, 2013, p.404). To help patients cope up with these issues, along with psychological treatment, physical activity plays a therapeutic role. According to Moodie (2001), â€Å"Physical activity refers to virtually any sustained bodily movement that expends energy† (p.02). It ranges from simple tasks, like activities of daily living, to complex tasks like competitive sports (Doh, 2004 as cited in Creek, 2008). Participating in Physical activity helps an individual to improve physical, psychological as well as emotional health (Mcguirk, 2012). Sedentary lifestyle among the mentally ill clients is the significant problem among all psychiatric care (Happell, Scott, Platania-Phung Nankivell, 2012). Consequently, physical activity is the initial step to reduce their dependency on others. It conveys a sense of hope, power, and control towards their lives which encourages them to actively participate in daily living activites. Therefore, when these clients move back to their community, they would not be dependent on others and would be self-sufficient to care for themselves. During my mental health clinical, I and my group members conducted a morning session for all the patients in Karwan-e-Hayat psychiatric hospital. While interacting with the patients, I felt that they are distressed, and not communicating their feelings and thoughts to the fullest. After 15 minutes of unhealthy communication, the group members thought to start some physical activity. We played music and instructed everyone to participate. Most of the patients participated and it was clearly evident that they are thoroughly enjoying it. Even those patients who were not communicating initially, also joined in for the physical activity. After 10 minutes of this activity, we resumed our communication. I observed that now everyone is expressing their views and thoughts. One of the patient, who was primarily not contributing at all in the communication, shared with us the beautiful poetry in Urdu. This drastic change in the patients urged me to think about the impact of physical activity on client’s wellbeing. On analyzing the case scenario, CARE framework could be integrated effectively. Engagement is found to be the most appropriate component of this framework, whereby the physical activity could be applied. One of the goal of this component is to offer opportunities to the client in order to move together towards a therapeutic change in the client (Mcallister Walsh, 2003). As in the case scenario, activities were demonstrated first and the clients were expected to model those acts. Hence, demonstrating, providing support, and providing a motivation that there is a possibility to enact a positive change helps achieve this goal. Every person with mental disorder is different from the other, but they have one thing in common i.e. low level of physical activity (Dunn Jwell 2010). Physical activity is useful as it increases cognitive function. According to Ratey and Loehr (2011), exercise causes angiogenesis in temporal lobe, frontal lobe, and parietal cortex leading to increase blood flow towards these parts of the brain which in turn results in escalation of memory, learning, and attention. As highlighted in the case scenario, the client shared an amazing poetry in Urdu which indicates that physical activity had an effect in his cognitive functioning and memory. Moreover, exercise increases the uptake of insulin-like-growth factor (IGF-1), it crosses the blood brain barrier, and increases neurogenesis in a specific part of brain called hippocampus. Hence, further enhancing the cognitive function (Trejo, Carro, Torres, 2001 as cited in Ratey Loehr, 2011). In addition, Cohen and Shamas (2009) states that dur ing physical activity, the body releases high amount of nor-adrenaline, dopamine and serotonin which effects the part of brain dealing with arousal and attention. As highlighted in the case that all the clients were more focused, and more involved in communication after the period of physical activity. In addition, physical activity also serves as a coping mechanism. As schizophrenic patients engage themselves in different activities, it diverts their mind and distracts them from hallucinations (Richardson et al., 2005). Similarly, it can be an adaptive coping strategy for aggressive patients. For example one client verbalized that whenever he gets angry or frustrated, he goes outside and walks for about 5 minutes which gives him a sense of relaxation, and the feeling of anger diminishes eventually. Moreover, Physical activity is also useful in order to boost up self-esteem of the client. The successful completion of particular task may lead to increase self-confidence and self-efficiency (Crone, Smith, Gough 2006). Hence, it is important to analyze the ability of the client to accomplish a task before involving them in activity. For example, during our exercise session, one patient was having difficulty performing the exercise due to his asthmatic condition. As we used directive approach for the exercise, everyone was doing it but the asthmatic client had to give-up and sit back in order to stabilize his condition. The client verbalized â€Å"I cannot do it anymore†. This would have created a doubt within him regarding his abilities and competency to achieve that goal. Apart from that, clients were talking to each other, and learning from others by observing them. Hence, physical activity provides a platform to bring people together, to promote interaction, and to contribute towards community cohesion in culturally diverse group. It creates a sense of belonging among other clients thereby promoting social inclusion (Trimble, 2012). The socio-cultural barrier I found was that the activity was done with all the male and female clients together, which was an inappropriate intervention in respect to the Pakistani culture. This was one the major hindering factor in promoting the physical activities in psychiatric setting. Hence, this practice has to be avoided in order to encourage the client to participate in these activities As a nurse, it is very important to assess the patient’s ability to perform physical activities and recommend them accordingly. Societal, cultural and personal factors which hinders their ability to involve in activities must also be identified and addressed. Moreover, those patients who are unable to gather in activity area due to their disease process then separate activities should be planned for them to be performed in their own private space. The environment should be supportive and non-competitive to have a positive impact on client’s wellbeing. 15 to 30 minutes of moderate exercise for at-least 4 days a week is recommended for mentally ill clients (Richardson et al., 2005). It could be further adjusted according to client’s abilities. Intense physical activity at first should be avoided because it creates a sense of frustration and distress, further disrupting the patient’s condition. . It is necessary to reinforce the patients which gives a sense o f achievement and boosts up their confidence level At institutional level, integrating physical activities as part of the treatment therapy would increase adherence towards these activities. Moreover, goals should be planned collaboratively with psychologist, therapist, and other medical health care workers to ensure effective approach towards health promotion. Institution should make sure that physical activities are done on continuous basis because fragmented, inadequate, and unsupported activities are of no worth (Richardson et al., 2005). At community, awareness sessions could be conducted to teach people about the impacts of physical activity on client’s well-being. This awareness could help mentally-ill patients in community to reduce their dependency

Garbage Laws :: English Literature Essays

Garbage Laws Garbage Laws, a Narritive Essay The town of Kabawaga, where I live, has some very strict garbage bylaws that were first introduced some ten years ago in an effort to use new recycling guidelines and to save money as authorities at that time stated that the landfills were almost at capacity. And what started out as a conservation measure has now escalated into a stack of â€Å"garbage laws† for our community. The town claimed that it was progressing as each year saw a new bylaw regulating garbage come into effect. Every year more was expected from the taxpayer in abidance to these new bylaws and the town appointed officers to enforce them, who went out and gave out fines to taxpayers not obeying the garbage law. I saw many neighbor get cited for taking their garbage out to the curb too early. The law states that garbage must be taken to curbside after 6:00pm the night before pickup. I suppose that's fine if you have a daytime job. Did anyone at town hall ever hear of shift-workers? The most recent change, just passed last week by town council prohibits putting plastic bottles in a plastic bag. Now all plastic bottles must be taken out to curbside in an open top square plastic recycle box provided by the town for five dollars. Plastic bottles that are not in this box will not be picked up and violators will be fined according to the channel 7 news report I saw. And so, this year we already have another new nonsense bylaw. And why are these laws nonsense? This list explains it: there can be no more than five garbage cans out at one time at any one residence, no cans can be put out to curbside until six p.m. the day before pickup, all garbage must be tightly wrapped in a clear plastic garbage bag, no oil bottle, paint cans, or other chemical bottles are allowed with regular garbage, no sand, concrete, or rocks allowed in garbage, no cardboard allowed except only twice a year at special pickup time, newspapers must be bundled with string only, no tape, and put out separately every second week, and no metal except twice a year. All appliances such as old broken refrigerators, stoves and washers etc. must be called in by appointment. Furniture must also be called in. Wood can’t be longer than four-foot sections and must be bundled with string.

The Importance of Work-Life Initiatives Essay -- Human Resource Manage

Work causes stress. Both men and women are working, raising a family, and going to school. Previously, women in the work force would take demotions or walk away from careers when having children. Today, families rely on a dual income. With both parents working full time, while raising children, the relationship between work and home responsibilities are unbalanced. This unbalance creates stress for both the employee and the employer. Work-life balance is the need to provide a schedule that will combine work, family relationships, and leisure time into a satisfying life. Flexible work arrangements balance work and home responsibilities; which helps employees deal with stress, motivates them, and empowers. Organizations need to assess workplace culture and provide mechanisms to support work-life balance that are mutually beneficial to both the organization and the employee. Individuals each have unique responsibilities that define the meaning of work-life balance. Employees in the workforce that fulfill family and work commitments have achieved a sense of work-life balance ("The business imperative," 2009). The distinction between work and personal life used to be clear. Today, personal commitments suffer for lack of time and energy. Unfortunately, the demands of work outweigh the demands at home, because without work the home does not exist. The unbalanced work-life creates negative and disengaged employees. It costs the U.S. economy between $250 and $300 billion every year in lost productivity alone (Clifton & Rath, 2009). Organizations now realize their success directly relates to the moral of their employees. Organizations that demand complete loyalty and extensive overtime fi... ...ight%20q2%202009.pdf McMahon, C., & Pocock, B. Australian Government, EOWA. (2011). Doing things differently: Case studies of work-life innovation in six Australian workplaces. Retrieved from http://www.eowa.gov.au/Information_Centres/Resource_Centre/EOWA_Publications/University_of_SA_Case_Study/UniSA_Case%20Studies%20report_April2011.pdf Nixon, J. (n.d.). Work-life balance. In M. Simmering (Ed.), Encyclopedia of Business (2nd ed. pp. Tr-Z). Retrieved from http://www.referenceforbusiness.com/management/Tr-Z/Work-Life-Balance.html SHRM. (2011). Shrm research spotlight: Flexible work arrangements. Retrieved from http://www.shrm.org/research/surveyfindings/documents/11-workflexflier_final_rev.pdf Yasbek, P. (2004), The business case for firm-level work-life balance policies: a review of the literature. Retrieved from http://w.iaa.govt.nz/PDFs/FirmLevelWLB.pdf The Importance of Work-Life Initiatives Essay -- Human Resource Manage Work causes stress. Both men and women are working, raising a family, and going to school. Previously, women in the work force would take demotions or walk away from careers when having children. Today, families rely on a dual income. With both parents working full time, while raising children, the relationship between work and home responsibilities are unbalanced. This unbalance creates stress for both the employee and the employer. Work-life balance is the need to provide a schedule that will combine work, family relationships, and leisure time into a satisfying life. Flexible work arrangements balance work and home responsibilities; which helps employees deal with stress, motivates them, and empowers. Organizations need to assess workplace culture and provide mechanisms to support work-life balance that are mutually beneficial to both the organization and the employee. Individuals each have unique responsibilities that define the meaning of work-life balance. Employees in the workforce that fulfill family and work commitments have achieved a sense of work-life balance ("The business imperative," 2009). The distinction between work and personal life used to be clear. Today, personal commitments suffer for lack of time and energy. Unfortunately, the demands of work outweigh the demands at home, because without work the home does not exist. The unbalanced work-life creates negative and disengaged employees. It costs the U.S. economy between $250 and $300 billion every year in lost productivity alone (Clifton & Rath, 2009). Organizations now realize their success directly relates to the moral of their employees. Organizations that demand complete loyalty and extensive overtime fi... ...ight%20q2%202009.pdf McMahon, C., & Pocock, B. Australian Government, EOWA. (2011). Doing things differently: Case studies of work-life innovation in six Australian workplaces. Retrieved from http://www.eowa.gov.au/Information_Centres/Resource_Centre/EOWA_Publications/University_of_SA_Case_Study/UniSA_Case%20Studies%20report_April2011.pdf Nixon, J. (n.d.). Work-life balance. In M. Simmering (Ed.), Encyclopedia of Business (2nd ed. pp. Tr-Z). Retrieved from http://www.referenceforbusiness.com/management/Tr-Z/Work-Life-Balance.html SHRM. (2011). Shrm research spotlight: Flexible work arrangements. Retrieved from http://www.shrm.org/research/surveyfindings/documents/11-workflexflier_final_rev.pdf Yasbek, P. (2004), The business case for firm-level work-life balance policies: a review of the literature. Retrieved from http://w.iaa.govt.nz/PDFs/FirmLevelWLB.pdf

Rate of Chemical Reaction between Magnesium and Hydrochloric Acid :: Papers

Rate of Chemical Reaction between Magnesium and Hydrochloric Acid Aim: - ====== I plan to investigate the effect of temperature, to see if it increases or decreases the rate of reaction between magnesium and hydrochloric acid. Prediction: - ============= I predict that as the temperature of the hydrochloric acid increases, the quicker the rate of reaction will be. This is due to the molecules in the hydrochloric acid gaining energy from the heat. Consequently, the molecules have increased kinetic energy, which will produce more activation energy. The particles will have more successful collisions resulting in a faster reaction rate. No heat Heat present Lines of reaction [IMAGE] Mg turnings Beaker [IMAGE][IMAGE][IMAGE][IMAGE][IMAGE][IMAGE][IMAGE][IMAGE][IMAGE][IMAGE][IMAGE][IMAGE][IMAGE][IMAGE][IMAGE][IMAGE][IMAGE][IMAGE][IMAGE][IMAGE][IMAGE][IMAGE][IMAGE][IMAGE][IMAGE][IMAGE][IMAGE] Hcl [IMAGE][IMAGE][IMAGE][IMAGE][IMAGE][IMAGE][IMAGE][IMAGE][IMAGE] The above diagram show that when there is more heat present there are more lines of reaction than if there was less heat. This is due to the number of successful collisions being far greater when the hydrochloric acid is heated. I predict also that if I did a graph showing the volume of gas against time it would look like the following. [IMAGE] From the above graph you can see that when the Time Increases the volume of gas being produced goes up, then it levels off. It levels off because the volume of hydrogen gas being produced is slowing down because all the magnesium and hydrochloric acid is being used up. Fair test ========= In order to keep my experiment as fair as possible I will have to make sure I keep the following factors the same: - Volume of acid (25cm3) Mass of Magnesium (0.1g) I will make sure the gas syringe is connected correctly and securely to the side arm conical, so no hydrogen gas can escape. I will start the syringe at 0 for each run. Also I would make sure to put the bung on quickly, to prevent the hydrogen gas escaping.

Systematic Approach to Managing Ohs

MODULE 1 SYTEMATIC APPROACH TO MANAGING OHS ASSESSMENT Module 1 PROJECT 1 Write a detailed report on the implementation of a systematic approach to managing OHS. Your report might be theoretical or based on your specific workplace. Ensure that you include the following: ?Requirements for record-keeping ?Sources of OHS information and data ?Consultative arrangements ?OHS action plans ?OHS specialists (internal or external) and technical advisors ? Other functional areas ?Proposed changes to the workplace Stakeholders Construction Australia is the company that I am employed by. Our company offers services in refractory installation to all major industries. We are involved in the construction and maintenance of boilers, kilns, ovens, incinerators, etc. in power generation plants, heat treatment plants, chemical plants, steel mills, oil refineries and many more. We conduct high risk work such as demolition, confined space entry, working at heights, and work at extreme temperatures mainly in major hazard facilities.Due to the nature of our work it is vital that we have a system in place to manage Occupational Health and Safety (OHS). A systematic approach to managing OHS allows us to follow a structured framework that ensures primarily, we reduce the risks of injury or illness in the workplace or anyone affected by our activities and that we comply with all relevant laws and legislation. The main elements of an Occupational Health and safety management system (OHSMS) are: †¢Commitment and policy †¢Planning †¢Implementation †¢Measurement and evaluation Review and improvement These elements are incorporated into the system and involve consultation at all stages with stakeholders and key personnel of our organisation. The basis of this approach is a cycle of continuous improvement as illustrated below in fig. 1: When establishing a more systematic approach to managing safety, it is helpful to understand where your organisation is in terms of OHS mat urity. Four levels of system maturity can be considered: †¢Immature (Troubled) †¢Reactive (Responsive) †¢Attentive (Managed) Mature (Value-Adding) Our company is at a mature level as we have established structures, systems and processes in place. We also have a shared belief that OHS is a critical aspect of personal and organisational performance and focus continually on improvement and ways to reduce risks. An effective OHSMS requires the participation of all parts of the organisation. To gain this commitment from people, senior management takes an active role in leadership, allocation of resources, consultative meetings and regular reviews of OHS.The first step in the systematic approach to OHS is to develop a comprehensive OHS policy that states the overall objectives and sets out the company’s commitment to health and safety. The policy should be sufficiently clear and be capable of being read by all relevant parties, internal and external. The policy shoul d be endorsed by the most senior person, such as the CEO or managing director. Beroa’s OHS policy is attached to appendix A. Action plans are a vital part of the planning and implementation process.The organisation needs to determine the key regulatory requirements they must meet and also get an understanding of their major OHS risks and how they will be identified. Objectives, targets and key performance indicators (KPI’s) need to be set. These should incorporate both lead (e. g. number of safety audits conducted) and lag (e. g. number of lost time injuries) indicators. Lead indicators are commonly referred to as Positive Performance Indicators (PPI’s) that focus on assessing how successful an organisation is performing.Using a combination of both lead and lag indicators will provide the best outcomes. A plan is vital to ensure targets are reached in a systematic way and it should be linked to the organisation’s strategic plan. The plan should allocate r esources and timelines and can be used to monitor development of the OHSMS. Appendix B is a Beroa action plan that we have in place. It outlines the systems that we use to ensure that we are compliant with legislation and we are fulfilling the objectives of our OHS policy.We use policies and procedures, inductions, meetings, toolbox meetings, consultation, pre-start checks and regular training and development to deliver all our processes. Our documented policies for hazard identification and hazard/risk assessment, make sure that we remain regulatory compliant through our business activities. Consultation with workplace personnel, OHS professionals, insurers and other relevant group is undertaken to ensure that we develop a safe workplace and mentality. We aim to translate legislation into a language that can be comprehended at all levels.This allows people to understand and participate with feeling unsure or confused. Beroa has an open door policy on all aspects especially OHS. Con sultation is the best tool that we use in our workplace. The changing nature of our working conditions on a constant basis means that we need to know what is going on so we can make sure that we remain compliant and that our systems are working appropriately. Our consultation procedure (Appendix C) acts as an information highway between management and employees, so that if any changes are required they can be made, documented and then implemented into the system.We use the consultation processes with all stakeholders that are involved in our OHSMS, these include but are not limited to: †¢Management †¢Administration †¢Clients †¢Employees †¢Suppliers †¢Unions †¢Work cover and other relevant authorities †¢Insurers †¢Public †¢OHS and technical experts All information gathered from stakeholders is considered and used in the development of our systems, policies and procedures. The applied procedures that our company has in place allow us t o constantly monitor and evaluate our performance.Daily toolbox discussions, training, weekly meetings, management meetings, safety audits and safety checklists (Appendix D) are some of the tools we use to monitor and evaluate. Major policies are reviewed every 2-3 years or as required. The nature of our work requires that we retain specific records for specified times in order to comply with legislation. These include: Confined space entry- we retain entry permits for 1 month, risk assessments/JSA for 5 years, training records for the term of employees employment plus 7 years and any notifiable incidents for 2 years after the incident occurs.Health monitoring records- these must be kept for 30 years after they are recorded and 40 years for asbestos related documents. These records must be kept confidential. Hazardous chemicals register- we keep registers of any chemicals that are stored. We list them and keep material safety data sheets, which are readily available to employees or anybody that could be affected by the chemical. We have two methods of record keeping, hard copy and electronic. All documents are kept on both. Within the electronic system we have a sub-system called Timberline.This system is passcode protected and has restricted access; all personal details and personal health records are kept in this system for confidentiality. Our OHS manager has access along with relevant management. Project files for each client are kept and updated after completion of each project. Documents included include attendance sheets, JSA’s, toolbox meetings, materials and equipment, inductions, training, client feedback, performance reports, safety audits and observations. Employee records such as inductions and qualifications are also kept and updated when needed.We also keep lists of OHS safety representatives and are readily accessible and up to date. OHS affects all aspects of an organisation. An effective OHS system allows other functional areas to thri ve and exploit the benefits. The reduction and elimination of work place injuries will reduce the cost of workers comp premiums, limit sick days and reduce the money spent on rehabilitation, all this eases the strain of budgeting systems and also allows more resources for training and information of OHS.Public relations will find it easier representing our positive results in safety and compliance to existing and future clients, public and relevant authorities. It will also reduce the workload of administration allowing them time to work on other aspects of the business. Our OHS system allows our employees to take an active role in all aspects in relation to the system. This gives them a sense of ownership and the drive to make sure that we reach and outperform our goals and objectives.

Arg Container Terminal

CARIBBEAN MARITIME INSTITUTE Marine Terminal Operations ARJ Container Terminal Prepared by: Revalino Bennett, Andrew Gibson, Jenoir Dick, Oshane Polson, Tandra Morris, Jodian Braham For: Mr. Reyon McIntyre Due Date: November 15th, 2012 Table of Contents Section Page Section A- GeneralIntroduction IV A-2 ARG Air layout 1-2 A-3 Abbreviations A-4 Working Hrs A-5 Entry Passes A-6 General Customs Formalities Section B- Landside Operations B-1 Gate Operations B-2 Terminal Access B-3 Exit Validation B-4 Checking Activity at Gate B-5 Inter Terminal Transport B-6 Customs Inspection Section C- Vessel Operation C-1 Marine Requirements C-101 Working Hrs C-102 Vessel Arrival NoticeC-103 Documents Required C-104 Establishing Communication C-105 Pilotage C- 2 Berth and Labour Planning C-201 Pro-forma Vessel Schedules C-202 Advance Schedules C-203 Initial Vessel Call Information C-204 Detailed Vessel Call Information C-205 Communication on the â€Å"Port of Salalah Game Plan† C-206 Calls O utside Pro-forma C-207 Vessel Connections C-208 Technical Information on the Vessel C-209 Notice of Readiness Section D- Load and Discharge Operation D-1 General D-101 Gantry Crane Capacity D-102 Lashing D-103 Hatch Cover Moves and Restows D-104 Use of Special Equipment D-105 Bay Planning and Stability CalculationsD-106 Definition of Loading/Discharging of Containers D-107 Reporting D-108 Storage D-109 Data Amendment D-2 Discharge Operation D-201 Vessel Profile Information D-202 Discharge List Information D-203 Checking Activity During Discharge (Tally) D-204 Reporting D-205 Short-landed Container D-206 Over-Landed Container D-3 Load Operation D-301 Pre-Plan D-302 Load List Information D-303 Re-Nomination of Cargo D-304 Pro-Forma Cargo Deadline D-305 Checking Activity during Load (Tally) D-306 Reporting D-307 Short-Shipped Container D-308 Over-Shipped Container D-4 Yard Inventory D-5 Vessel Bunkering, Repair, and Supply of ProvisionSection E- Break Bulk and Over Dimensional Cargo E- 1 Requirements E-2 Restrictions F- Direct Deliveries G- Dangerous Cargo H- Leakage/Spillage of Cargo I- Container Freight Station Activities J- Weighbridge K- Miscellaneous Services L- Damage and Claims L-01 Damage to Line’s Equipment (Without Prejudice) L-02 Damage to Line’s Vessel (Without Prejudice) L-03 Damage Caused by Third Parties L-04 Damage to Port Facilities/Equipment/Personnel M – Longstanding Cargo N- Reefer Containers Section O- Port Safety and Security O01 Rules & Regulations O02 International Ship and Port Security (ISPS) O02. ISPS Measures by Port of Salalah O02. 2 ISPS Requirements for the Line O03 X-Ray Inspection of Containers Introduction The competition among container ports continues to increase because of di? erentiating factors such as services, location and performance. These factors make up some of the major key selection criterias international shipping companies consider when selecting a transshipment port. With that in mind we the ow ners and managers at ARJ Container Terminal will be trying to attract carriers with our automating handling equipment, the speeding up various services, and providing the most current information on the ? w of containers. At the same time, however, we will reduce costs by utilizing our resources e? ciently, including human resources, berths, container, yards, quay cranes, and various yard equipment. Our key and optimum advantage will be our location. This location in Little Bay, Little London Westmorland Jamaica West Indies will have the sufficient harbor water depth and dock space that will make it possible to facilitate docking of up to a Super-Panamax vessel.Dredging will not be required to accommodate these large draft vessels, hence no disturbance or depletion of any marine wildlife sanctuaries on the harbour floor or natural habitat will be caused. We and our management team are greatly pleased by this because outside of us wanting to create an optimal high efficiency containe r terminal, we also want to know that it is done with little or no impact on the surrounding environment and wildlife. ARJ Container Terminal location will be 25 minutes from the capital city of Savanna La Mar and 5 minutes from the A2 South Coast Highway.This will aid greatly in our multimodal transportation planning for both our clients and ourselves and also compliment positively on the domestic distribution side of our company. We are a limited liability company that specialises in container and general cargo handling for transshipment and domestic purposes. The company is owned by Shiek Revalino Bennet, Shiek Andre Gibson and Shiek Jenoir Dick and is manage by our seniors directors Oshane Polson, Tandra Morris and Jodian Braham The objective of ARJ is to provide integrated cargo service solutions for shipping companies worldwide.Due to our highly competent managers, the company will be able to substantially increase its cargo turnover and ensure regular cargo flow, and to compl iment our effectiveness we will be the only terminal on the island of Jamaica with Sea-Rail transshipment operations. This will enhance our domestic function and in turn bringing first class service to the developing nation of Jamaica. Our developed terminal infrastructure, cargo handling technologies and modern equipment will definitely ensure ARJ’s competitiveness and peak position in the transit market.We will offer value-added services including customs operations, freight forwarding and logistics solutions so this can basically be a one stop shop for our customers/clients. ARJ will employ 111 qualified specialists in different fields to ensure the company’s operational efficiency and productivity level is on par with the major terminals around the world and even exceed if possible. We are predicting from global feedback that our total container flow for 2013 will be approximately 750,000 TEU. ARJ Air Layout Infrastructure: Berth: Length – 290 m Draught â₠¬â€œ 15 m Warehouse area: 16,310 m2Open-air storage area: 120,800 m2 Technical equipment: Quay cranes at the vessel: – STS crane – Conventional quay crane – Mobile harbor crane For container transfer (horizontal transport): – SC (max. stacking capability: 1-over-3-high) – Reachstacker – Terminal tractor with trailer (so-called Tractor-Trailer Unit (TTU)) – Multi-trailer (terminal tractors with several trailers) – Empty/loaded container handler – Shuttle Carrier (ShC stacking capability: 1-over-1-high) – Automated Guided Vehicles (AGV) – Automated SC (max. stacking capability: 1-over-2-high) For container transport and stacking within the yard: SC – Rubber-Tyred Gantry crane (RTG crane) – Rail-Mounted Gantry crane (RMG crane) – Container handler (like reachstacker or top lifter) – OverHead Bridge crane (OHB crane) For the landside operation: – SC – RTG crane – RMG crane – Reachstacker – TTU At the inland navigation vessel: – STS crane – Conventional quay crane – Mobile harbor crane The STS crane drops down containers on TTU that will transport the containers to the stacking area where the boxes are stacked by reach stackers (see Figure 1. 1) or forklift trucks fitted with appropriate spreader frames for container top or side lifting.Due to their versatility in operation, reach stackers are the best choice for our multi-purpose terminal as they are easy to handle, can be used for stacking in the yard, loading and unloading of TTUs, road trucks and rail cars on first rail. Including our landside operation, an estimate of 3–4 reachstackers and 4–5 TTUs are required per STS crane. The specific number of TTUs in particular will depend on the distance between the berth and the stacking area of the respective operation. The TTUs are used for the transport of the containers between the vessel and the container yard.Figure 1. 1- Reachstackers and TTU operation A storage capacity of approx. 350 TEU per hectare for 3-high stacking and 500 TEU per hectare for 4-high stacking are common figures for our type of yard equipment. The maximum stacking height is 5, container blocks can be kept 4-deep due to second row access. In case of relocation of capacities reachstackers are easily transported to another terminal or used for other cargo handling and because of their easy transportation between terminals reachstackers can be used to cover temporary requirements. Straddle Carrier System:The STS crane will place containers onto the apron from where the SCs transport them to the stacking yard (see Figure 1. 2 and Figure 1. 3) and stack the containers. The SCs are independent from any other equipment and are able to perform all the different handling operations: transport, stacking and the loading/unloading of trucks and rail cars (see Figure 1. 3). SC systems are the optimal system for large size terminals when high flexibility in the yard and accessibility of the boxes are required and thay make it easy to alter the layout of the terminal.A storage capacity of approx. 500 TEU per hectare stacking 2-high (3-high SC) and 750 TEU per hectare stacking 3-high (4-high SC) can be achieved. The maximum stacking height is 4-high. Including landside operation, an estimate of 4–5 SCs are required per STS crane – without considering specific conditions. The system will be supported by container handlers stacking MT boxes and/or RMGs for container handling in the rail yard. Figure 1. 2 Pure SC system Figure 1. 3 SC operations: Container transport and stacking and Loading / unloading of rail cars System advantages SC’s are able to cover all kinds of horizontal and vertical transports being necessary to perform container moves from the landside terminal interfaces (including truck handling and rail operation) via the container yard to handover positions be low the STS cranes at quayside (and vice versa). †¢ the containers can be dropped on the ground so that no (or only short) waiting times for handling equipment occur. This kind of container handover enables STS cranes to operate with a high productivity while using a comparatively low number of SCs per crane. high number of concurrent container movements †¢ the breakdown of one SC has a comparatively low impact on the total handling process †¢ compared to the systems with TTUs the labor costs are lower due to the smaller number of vehicles †¢ no disturbance of the operation by trucks because these are loaded/unloaded outside the stacking yard †¢ the system is flexible to changes based on operational requirements and terminal layouts can be simply altered as SCs can be easily moved within the terminal since no pre-set routes or tracks are needed Rubber-Tyred Gantry Crane System with Tractor-Trailer UnitsThe STS gantry crane places the container on a TTU unit that transports the container to the storage area where the RTG crane stacks the containers in long blocks (see Figure 1. 4). The RTG can be used for TTUs and road trucks as well. The size and structure of the RTG crane is determined according to the requirements of the terminal operator. The system has a very high stacking density because of the high stacking capability and the block stacking. Long traveling distances on the terminal are less problematic as TTUs transport the containers.RTG cranes will also be effectively used for the handling of containers on road trucks or rail cars. According to manufacturers, up to four tracks can be covered and containers can be stored at the side of the rail tracks. They can be allocated from the yard to the landside operation and vice versa, if necessary. Including landside operation 2–3 RTGs and 4–5 TTUss (depending on the distance between berth and stacking area) are required per STS crane. They stack the container in blocks 1-over-4- to -7-high and 5 to 8 container rows plus 1 lane for container handover laneFigure 1. 4 RTG cranes and TTUs in the stacking yard, rail yard operation by RMGs System advantages †¢ low space requirement in the stacking area because of the high storage capacity in a small area (high stacking density). The containers can be stacked up to 8- high (i. e. 1-over-7-high)1 without spacing for traveling lanes between the rows. †¢ relatively high flexibility as the RTGs can be transported to other storage blocks Rail-Mounted Gantry Crane System These cranes are mounted on fixed rail tracks with a cantilever outside the portal of cranes (see Figure 1. ). Figure 1. 5 RMG cranes with TTUs System advantages †¢ RMGs generally stack higher and span wider, with up to 1-over-7-high and 12 containers wide †¢Stacking density of the yard is higher with RMG cranes and can exceed 1,000 TEU per hectare (stacking 4-high) Automated Guided Vehicles The horizontal transport of the containers will be performed with AGVs. (See Figure 1. 6). The handover positions for trucks are located at the top-end of the stacking blocks. The stacking of the containers is usually carried out by automated RMGs.The ShC is designed primarily to convey containers between the ships’s side and container stacks served by RMG cranes. As it is able to stack containers two high it will also be used for loading and unloading road trucks and rail cars. The shuttle carrier is an alternative aim at more efficiency to handle the container transport between the stacks and the quay cranes, and still maintain high density stacking by RTG or RMG yard cranes. Figure 1. 6 RMG cranes with AGVs System advantages †¢ very low labor costs because of automation high system availability †¢ very high productivity of horizontal transport The layout and choice of our equipment and their interface will depend on, amongst others, the †¢ number of containers to be handled, †¢ availa ble area †¢ type of hinterland transport. The combination of our terminal equipment to be used will depend on if they are †¢ at the vessel, †¢ for transport tasks between quay and stacking yard ( or reverse) †¢ for container stacking, †¢ for transport from stacking yard to and from the landside operation area †¢ for landside operation itselfOperational areas: 1. The area between quay wall and container yard 2. container yard 3. terminal area of landside operations example the gate, parking, office buildings, customs facilities etc The container yard will be an intermediate storage facility meaning the containers will remain from a couple of hours to some weeks. There are different possibilities for the layout of our intermediate storage area. We may have stacking area which is compact, low ground area consuming stack without spacing known as block stack (see Figure 2. 1).In cases like these, yard gantry cranes will be used for the stacking of containers being delivered by terminal equipment of horizontal transport. An alternative is the linear stack (see Figure 2. 2) where the containers are stacked by Straddle Carriers (SC). This type of stacking will have spacing between the container rows and relatively wide terminal roads. Export and import containers will be segregated within the yard area and piled up to 4 containers high and pre-sorted for the various hinterland transport modes. Figure 2. 1 block stacking Figure 2. 2 linear stackingOperational procedures applicable for the handling of containers and container vessels calling at the ARJ Container Terminal Section A – General A-1 Abbreviations COD Change of Destination EDI Electronic Data Interchange EIR Equipment Interchange Report ETC Expected Time of Completion OOG Out of Gauge POD Port of Discharge SSDR Stevedore Ship Damage Report TOS Terminal Operating System A-2 Working Hrs The terminal operates round the clock on the following schedule: Terminal Operations 24 h rs except declared public holidaysOffice Administration 07:00 hrs to 15:30 hrs Monday to Friday except declared public holidays Gate Operations 08:00 hrs to 16:00 hrs Friday except declared public holidays Overtime rates as per Tariff will apply for all activities carried out on declared public holidays. Containers can be received at or released from the gate outside the working hrs shown above at no additional charge (except on public holidays), but prior notice should be given to the Port to ensure the Gate is staffed appropriately. A-3 Entry Passes Permanent entry passes are issued at the discretion of the Sr.Manager. Application forms are available at the main reception of the Container Terminal Administration Building. Permanent entry passes are valid for one year. Monthly & Daily entry passes are issued subject to proof of legitimate business in the terminal. Vehicle entry permits are selectively issued on providing vehicle registration and registration papers. A-4 General Cus toms Formalities The shipping line bears full responsibility for all Customs clearance formalities concerning their cargo. Section B – Landside Operations B-1 Terminal AccessARJ Container Terminal controls access of truckers to the terminal. A trucker is only allowed on the terminal after full identification of the trucker and registration of the terminal visit. Containers are only allowed onto the terminal on instruction of the shipping line that has to provide an acceptance notification to ARJ Gate Department before the container arrives at the gate. Information required will be as follows: †¢ Container ID and Booking No. †¢ Equipment Size/Type †¢ Outbound Vessel / Voyage and POD †¢ IMO / Reefer / OOG When delivering the container the trucker has to provide Container No. nd Booking No. to gate staff. All full containers will be gated in subject to clearance of Customs formalities by the shipping line. B-2 Exit Validation ARJ performs exit validation. Con tainers are only allowed to leave the terminal upon release instructions received from the shipping line, provided the customs department does not restrict the container from leaving the terminal. The shipping line must provide ARJ Gate Department with a hard copy of the release instruction. Information required will be as follows: †¢ Container ID †¢ Receiving Party Identification or Reference Number Date Restrictions if any Full containers will be allowed to depart the terminal only subject to completion of all customs formalities by the shipping line and full payment of port charges. B-3 Checking Activity at Gate For any containers entering or leaving the gate, the Port will perform a visual check and any deviations from provided data or anomalies are documented and reported to the shipping line. The check includes the following: †¢ Container ID †¢ Equipment size/type †¢ Visual damage (external) †¢ Visual damage (internal – empty containers onl y) †¢ Presence of SealIf any damage to a container is noticed at the gate, then a reference to this will be made on the gate ticket issued. Any further checking required e. g. Seal number, or further action like placing of seal or placard is chargeable as per Tariff. B-5 Customs Inspection In case ROP orders customs inspection of a container, shipping line should advise the port who will move the container to the customs inspection area and unstuff the cargo as per ROP requirement and subsequently restuff the cargo in the container, such operation to be charged as per Tariff.Section C – Vessel Operation Information on vessels calling ARJ to discharge or load containers is to be provided to ARJ planning department by the shipping line or its designated representatives. The Line shall nominate a focal point that can be reached 24 hrs a day by ARJ Planning and Operations Departments in case any issues concerning Vessel Planning / Operation need to be verified. C-1 Vessel Ar rival Notice The owner, ship’s agents or the master of the ship shall send the arrival notice to the Harbour Master 48 hrs before arrival to the Port.He should also inform the Harbour Master with the details of the Ship, its cargo, any hazardous cargo, cases of illness and any defects which affects the vessel manoeuvrability. C-1. 1 Documents Required †¢ Insurance cover for third party liabilities, wreck removal and oil pollution †¢ Ship’s registration certificate †¢ Port clearance certificate from last port of call †¢ ISPS Certificate †¢ Class Certificate C-1. 2 Establishing Communication The master of the ship shall establish communication with The Port Authority and request permission to enter the port limits, at least four hrs prior to the estimated time of arrival.The Port Authority will arrange the services of Pilotage, Tugs and Mooring Gang(s), and coordinate with ARJ Terminal Operations to have the gantry cranes and labour gangs ready. Normally cargo operations start upon lowering of the gangway from the vessel. C-1. 3 Pilotage Pilotage services are available round the clock. Activation time for marine services is 30 minutes. C- 2 Berth and Labour Planning Pro-forma vessel schedules and move counts declared by the l shipping lines form the basis for berth and stevedore / labour planning in the Quay Wall Schedule.Daily berth planning will also include: †¢ Initial vessel call information †¢ Detailed vessel call information for initial and pro-forma calls †¢ Availability of quay-wall space †¢ Vessel connections Based on this information ARJ Planning Department will prepare the day plan C-2. 1 Pro-forma Vessel Schedules Vessel string pro-forma berth windows are negotiated between the shipping line and ARJ. Berth windows are related to an estimated number of container lifts and the required day and time of the week for the vessel operation.Unless otherwise agreed, vessels will be planned for arrival and departure at pro-forma berth window. Vessels arriving within pro-forma always have priority over vessels out of pro-forma or incidental vessel calls. If it concerns vessels of the same shipping line only, this shipping line may set its own priorities, provided that it does not impact the berth windows of other Shipping lines. C-2. 2 Advance Schedules The shipping line will provide to ARJ Planning Department future projected schedules every week, from current date to 30 days in advance.Information required will be as follows: †¢ Vessel Name †¢ Inbound / Outbound Voyage †¢ ETA / ETD †¢ Service C-2. 3 Initial Vessel Call Information The shipping line is responsible for providing initial vessel call information at least 7 work-days prior to the estimated vessel arrival date to ARJ Planning Department. Information required will be as follows: †¢ Vessel Name †¢ Call Sign †¢ Inbound / Outbound Voyage †¢ ETA / ETD †¢ LOA †¢ Previous Por t of Call †¢ Next Port of Call †¢ Estimated Move Count †¢ Vessel Service †¢ Vessel Operator C-2. 4 Detailed Vessel Call InformationDetailed information is to be provided to ARJ Planning Department for line haul vessels at least 48 hrs and for all other vessels at least 24 hrs prior arrival at the terminal. Information required will be as follows: †¢ Vessel Name †¢ ETA †¢ Required ETD †¢ Expected Move Count, split as: – Total number of discharge / load moves – OOG discharge / load moves – Live reefer discharge / load moves – Empty container discharge / load moves – IMO class 1 & 7 discharge / load moves – Detailed information of any Break Bulk Cargo Upon receipt of this information, ARJ will undertake the final berth and labour planning.In case of required changes in the requested ETA / ETD, ARG Planning Department will contact the shipping line to create the best workable solution. The Port has a minim um billing per vessel call for loading/discharging of containers as per Tariff. Vessels are expected to use the Port's shore gantry cranes. Any movement or use of the vessel's gear while alongside is strictly subject to prior approval from the Port. C-2. 5 Communication on the ARJ Day Plan The Line will submit daily ETA update for their vessels latest at 10:00 hrs every day. ARJ will in turn revert with a Day Plan latest at 15:00 hrs.In order to provide flexibility to our customers, the Day Plan is always considered subject to change. Any agreements that are verbal in nature or those made after office hrs need to be confirmed in writing immediately on opening of the next working day. C-2. 7 Vessel Connections Connections other than those agreed to in the pro-forma schedule, have to form part of the Day Plan negotiations and these have to be announced to ARJ Planning Department preferably 48 hrs, but at least 24 hrs before ETA to ensure proper priority setting for the quay-wall. C-2. 8 Technical Information on the VesselFor vessels calling ARJ Container Terminal for the first time or in case of changes to the previously supplied vessel information the shipping line needs to supply ARJ Planning Department with technical information on the vessel at least 72 hrs before arrival. Technical information on the vessel consists of: †¢ Vessel Name †¢ Call Sign †¢ LOA †¢ Container Layout †¢ Lashing Plan †¢ Type of Twist Locks †¢ Type of Hatch Covers †¢ Mooring Restrictions (port / starboard side) †¢ Vessel Capacity in TEU †¢ Vessel Profile / NSD file (if available) †¢ Other peculiarities relevant to the Vessel StowageFurther details subject to planning or operational needs have to be provided upon request. C-2. 9 Notice of Readiness The Port Authority will issue the vessel with a ‘Notice of Readiness' at least 2 hrs prior to the estimated completion of cargo operations, and provided vessel confirms readiness to sail upon cargo completion The Port Authority will arrange to book Pilot, Tugs and unmooring gang(s). Section D – Load and Discharge Operation D-1 General D-1. 1 Gantry Crane Capacity Port provides shore-side gantry cranes with minimum capacity of 40 tons under the spreader and there are cranes with up to 65 tons capacity.D-1. 2 Lashing The Port Tariff for loading and discharging of containers includes the cost of lashing and unlashing of containers on board the vessel. Lashing equipment is to be provided by the shipping line. The Port will maintain safe housekeeping of lashing material at all times and handle all lashing gear in a controlled manner and in accordance with accepted safety standards. The Port will also handle discharging and loading of lashing material if required at no additional charge. D-1. 3 Hatch Cover Moves and Restows Hatch Cover moves and restows are chargeable as per tariff. D-1. 4 Use of Special EquipmentUse of special equipment for loading/unloading eg slings, frames etc is chargeable as per tariff on per lift basis. D-1. 5 Bay Planning and Stability Calculations The Port will carry out Bay Planning and unloading / sequence of containers in accordance with the information provided by the shipping line as part of its normal service. Container stow plans prepared by the Port are subject to the final confirmation by the Master of the vessel. The Port is responsible for providing information to the shipping line required for stability and lashing calculations, but the Port is not responsible for making these calculations.D-1. 6 Definition of Loading/Discharging of Containers Loading / discharging of containers is the handling by the Port of the containers between the stowage position onboard the vessel and the position in the container yard of the Port. No additional shiftings made based on any change in the information or additional information provided by the shipping line are included, and such additional shiftings made are cha rgeable as per tariff. Import / export containers pay truck loading / unloading charge as per tariff. D-1. 7 ReportingThe Port makes reports as per shipping line's required format and frequency to the operator of the vessel for all containers loaded/discharged and in case of vessels loading containers belonging to more than one shipping line, to each shipping line for their containers. D-1. 8 Storage Containers are stored in the Container Yard of the Port subject to the applicable Freetime and Container Storage rates as per Tariff. D-1. 9 Data Amendment Data Amendment charges as per Tariff apply in case the discharge and / or load lists are not provided in time to the Port, or in case there is any change to the information provided.Any Data Amendment that involves containers being shifted from one stack to another will incur shifting charges in addition as per Tariff. D-2 Discharge Operation D-2. 1 Vessel Profile Information The shipping line is responsible for communicating the dis charge, re-stow and remain-on-board instructions at least 24 hrs prior to the arrival of the vessel to ARJ Planning Department. For vessels with less than 24 hrs steaming time from the previous port, these details are to be provided as soon as information becomes available. The Bay-plan of the arriving vessel is to be sent via EDI message.D-2. 2 Discharge List Information The discharge list is to be provided to ARG Planning Department 24 hrs prior arrival for mother vessels and 18 hrs prior arrival for feeder vessels. Exceptions will be made on a case to case basis for vessels with lesser time as compared to these deadlines in which case load instructions have to be made available as soon as possible. D-2. 3 Checking Activity During Discharge (Tally) During the discharge process, ARJ will perform a visual check and any deviations from provided data or anomalies are documented and reported to the Line.This check also covers any restows. The check includes the following: †¢ Conta iner ID †¢ Equipment Size / Type †¢ Visual Damage †¢ Presence of seal (On request) Any further checking required eg Seal number, CSC plate validity etc or further action like placing of seal or placard is chargeable as per Tariff. D-2. 5 Short-landed Container When a container is reported short-landed, ARJ Planning Department will contact the Line. Information will be provided as follows: †¢ Container ID †¢ Vessel / Voyage †¢ Stowage position stated for the container †¢ Reasons for Short-LandingContainer Terminal Operational Guidelines Issued 1 D-2. 6 Over-Landed Container When a container(s) is reported as over-landed, ARJ Planning Department will contact the vessel operator. Information will be provided as follows: †¢ Container ID †¢ Seal Number †¢ Status (full / empty) †¢ Equipment Type / Size †¢ Stowage Position the container was found in †¢ IMO / Reefer information as far as possible †¢ Reasons for Over-landi ng The shipping line will investigate ownership / operator of the container and decide whether the container must be re-stowed or remain discharged.The shipping line will supply full container details to ARJ Planning Department and advise further action before vessel departure. D-3. 3 Re-Nomination of Cargo In the event of rollover of cargo for whatever reason, the Line is expected, within 12 hrs of vessel departure, to communicate to ARJ Planning Department, the name of the new vessel which will load the cargo. Every such ‘renomination' incurs a charge as per Tariff. D-3. 4 Pro-Forma Cargo Deadline In principle, all containers must be in the yard upon arrival of the vessel in order to maintain vessel schedule integrity and ensure efficient stevedore operations.The following will be taken into account: †¢ Vessel schedule reliability / integrity should not be affected †¢ Berth / Crane productivity should not be unduly impacted †¢ Line, Port and Customs requiremen ts The shipping line is responsible for ensuring that all cargo is available for loading prior vessel arrival. Same applies to cargo on hold or any other cargo released by the shipping line but not ready for loading due to any particular reason. D-3. 5 Checking Activity during Load (Tally) During the load process, ARJ will perform a visual check and any discrepancies or anomalies are documented and reported to the shipping line.This check includes restows. The check includes the following: †¢ Stowage Position †¢ Visual Damage †¢ Presence of Seal Any further checking required eg Seal number, CSC plate validity etc or further action like placing of seal or placard is chargeable as per Tariff. D-3. 6 Reporting ARJ Planning Department will update the shipping line with the ETC before and after start of vessel operation and advice the vessel and The Port Authority 2 hrs notice prior to vessel departure. Once vessel planning is completed ARJ will forward a BAPLIE to the ves sel.An updated BAPLIE will be delivered minimum 1/2 hour before completion of cargo operations. ARJ is able to provide the shipping line with EDI Load Confirmation Messages (COARRI) at frequencies agreed to with the shipping line. In addition to the EDI information a recap of the final load and a confirmed load list (CLL) will be sent to the Shipping line via E-mail earliest after vessel departure. In case of EDI failure ARJ will provide the shipping line with a Bay Plan of the load condition upon request.Any urgent or critical matters relating to discrepancies in reporting are to be addressed with the ARJ Planning Department D-3. 7 Short-Shipped Container When a container is reported as short-shipped, ARJ Planning Department will contact the shipping line. Information will be provided as follows: †¢ Container ID †¢ Vessel / Voyage †¢ Port of Discharge †¢ Stowage position stated for the container †¢ Reasons for Short-Shipping D-3. 8 Over-Shipped Container Wh en a container is reported as over-shipped, ARJ Planning Department will contact the shipping line.Information will be provided as follows: †¢ Container ID †¢ Vessel / Voyage †¢ Container Operator for the over-shipped container †¢ Status (full / empty) †¢ Category (export / transhipment) †¢ Stowage Position (if available) †¢ IMO Details †¢ Reefer Details †¢ Reasons for Over-Shipping D-4 Yard Inventory ARJ Planning Department will provide the shipping line with weekly Yard Inventory Reports for all laden and empty containers. In addition ARJ will also provide on a weekly basis a list of laden containers in the yard, which do not have a nominated on carrying vessel or POD.The shipping line will verify the missing details and revert with an update within 24 hrs of having received the input from ARJ. Any re-nomination or COD is chargeable as per Tariff. D-5 Vessel Bunkering, Repair, and Supply of Provision Vessel bunkering, repair and provisi oning activities have to be communicated to ARJ Planning Department at least 48 hrs before arrival of the vessel. These activities are only allowed after approval of ARJ and are subject to safety and security procedures issued by the Port.These activities should not delay the vessel stevedoring operation and must be completed within the operational working time of the vessel unless otherwise agreed. Only in exceptional cases may the stevedoring operations be stopped or the vessel port time extended because of these activities. Section E – Break Bulk and Over Dimensional Cargo E-1 Requirements The Shipping line is expected to provide information at least 48 hrs in advance of the vessel arrival to the ARJ Planning and Operations Department on any break-bulk activity on vessels that is planned at ARJThe following Information has to be provided: †¢ Arrival / Ongoing transportation via water / via land †¢ Handling by Container Gantry Crane / External Crane †¢ Piece count †¢ Measurements †¢ Cargo Description †¢ Weight †¢ Position on Vessel †¢ Complete description including sketches, diagrams, photographs etc in jpeg / bmp format †¢ Customs Approval Confirmation For over dimensional unitised cargo, the shipping line is expected to provide a complete Out of Gauge manifest as part of the documentation submitted for a vessel call.Undeclared, wrongly declared, poorly stowed or incorrectly packaged break-bulk or over dimensional cargo is subject to a fine as per Tariff. Port has the option of measuring and/or weighing the cargo to check the measurements and/or weight. The Port will provide warehouse for storing this cargo if required at no additional charge subject to availability. Any other equipment required for yard handling will be chargeable as per Tariff. Loading or Discharging and Quay Handling will be charged as per the applicable charges of the Tariff.Free time will apply as per the tariff for over dimensional c ontainers, and storage charges will apply as per the tariff for over dimensional containers based on the length. E-2 Restrictions Waterside handling restrictions are always subject to specific approval from ARG Planning and Operations Departments but approximately are as under: Dimensions Height Length Width Weight 10 m 18 m 6 m 65 MT Shipping lines are expected to taken to take approval from the terminal prior acceptance of bookings involving break-bulk and over dimensional cargoes.Section F – Direct Deliveries For exceptional cases there exists a possibility for accepting or delivering containers under the hook for direct loading / discharging. For safety reasons this activity will have to comply with ARJ Rules and Regulations. The Port should be advised at least 24 hrs before the arrival of the vessel at the Pilot Station of any planned direct delivery containers. The following information should be provided: †¢ Container ID †¢ Time of delivery †¢ Contents o f the container †¢ Hazardous Details (IMO Class, UN No. and Manifests as required Port of Salalah will inform the Line about the expected time of loading or discharge of the container. The requested direct delivery has to be confirmed to ARJ three (3) hrs before arrival of the vessel. Section G – Dangerous Cargo The shipping line bears the full responsibility for compliance to all rules and regulations governing the handling and transportation of Dangerous Cargo. Packing, labeling, declaration, stowage and documentation have to comply with the IMDG Rules and Regulations for Sea Containers as well as local laws and any directions given by local and Port Authorities.The Dangerous Cargo Manifest has to be provided to ARJ Planning Department at least 24 hrs before vessel arrival. The Line is responsible for content and sufficiency of the manifest. ARG will stow dangerous cargo container on the vessel as per instructions from the Line. Dangerous cargo containers pay additiona l charges for loading and discharging as per Tariff. Handling dangerous goods containers belonging to IMO classes 1 and 7 require special attention and permissions from the terminal and other competent authorities.Dangerous cargoes requiring special handling will be entitled to reduced free-time as compared to normal containers and will be subject to separate storage rates as per Tariff. Section H – Leakage / Spillage of Cargo Leakage of cargo contents from a container can be reported either by the shipping line on receiving information from the vessel or by ARJ staff while they are handling it in the terminal. On being made aware of a leakage, the shipping line will immediately advise its nominated surveyor to carry out a survey of the leaking container in conjunction with ARJ Health, Safety, Security ; Environment Department.On receiving the surveyor’s report, the shipping line will be responsible for taking necessary steps to arrange for re-packing of cargo through third party contractors or alternatively for cross-stuffing of cargoes, as per the advice received from the surveyor. Onward movement of such cargo from ARJ will be strictly subject to clearance from ARJ, that the leakage has been stopped and container is cargo and sea worthy for onward transport. Spillage of cargo will be solely on account of the shipping line as will a penalty charge applied as per tariff till corrective action is taken to stop the leakage.Section I – Container Freight Station Activities ARJ has capabilities for container cargo rework, cross stuffing and CFS activities. Arrangements can be made via the CFS Co-ordinator. Section J – Weighbridge Port has a weighbridge and shipping line can issue instructions for any container to be weighed at charges as per tariff. Section K – Miscellaneous Services Port can offer various services such as sweeping containers, fitting or removing tarpaulins, knocking down ends of flatbeds, bundling flatbed contai ners, applying or removing placards, fixing seals etc, all of which are chargeable as per tariff.Section L – Damage and Claims The Damage ; Claims Section of ARJ is responsible for dealing with damages caused to the shipping line’s equipment, its vessels or to port facilities, equipment or its personnel. L-3 Damage Caused by Third Parties If damage is caused to containers or vessels by parties other than ARJ, then ARJ will undertake repairs only at the specific request of the shipping line at its risk and account. L-4 Damage to Port Facilities/Equipment/PersonnelThe shipping line will be fully responsible for all costs and consequence arising due to any damage caused by it, to port facilities, equipment or personnel. Section M – Longstanding Cargo Consignments remaining in the port in excess of the following periods will be subject to auction. Any cargo, for which the respective Port and Customs charges have not been paid will be considered frustrated and may be auctioned and sold by ARJ after the following time periods: †¢ One Month – Refrigerated Containerized Cargo and other cargo considered perishable Three Months – All other Containerized Cargo Section N – Reefer Containers Live reefers will be plugged and unplugged as a standard activity in the stevedoring operations subject to availability of connections, at the temperature setting advised by the Line. Reefer monitoring and maintenance is carried out by the Container Service section of the Maintenance Services Department, and is chargeable as per tariff (charge includes electric supply). Monitoring of reefer containers is carried out at least every 8 hrs and any faults will be immediately reported to the Line.Export reefers can be pre-cooled if required and electric supply/monitoring charges commence from the time of plug-in. The Port can arrange PTI (Pre-Trip Inspection) of reefer containers and also can retrieve temperature data from the reefer data logge r, both activities chargeable as per Tariff. Section O – Port Safety and Security O-1 Rules ; Regulations ‘The Port of Salalah Rules ; Regulations’ is issued by the Port Authorities and applies to all users of the Port. The complete document is available on the Port of Salalah Website. Container Terminal Operational Guidelines Issued 1 stMarch 2007 30 O-2 International Ship and Port Security (ISPS) The Port of Salalah is certified as fully compliant with all requirements laid down under the International Ship and Port Facility Security Code (ISPS). All vessel operators are expected to fulfil requirements pertaining to their role as specified in the ISPS Code. O-2. 1 ISPS Measures by Port of Salalah Port of Salalah has designated a Port Facility Security Officer (PFSO) and a Deputy PFSO (DPFSO) as point of contact for all issues pertaining to ISPS rules and regulations for the Port of Salalah. O-2. 2 ISPS Requirements for the Line Shipping Agents must submit ISPS vessel certification, ETA of the vessel, Crew list, estimated port stay and last 10 ports of calls to the Port Control 48 hrs prior to vessel arrival. This information is to be sent to [email  protected] com †¢ The Ships Security Officer must submit a completed Declaration of Security (DOS) of the vessel through the shipping agent to the Port Security Officer for endorsement upon berthing. †¢ Enquiries on the Port Security Level are to be directed to HSSE department. †¢ All users of port facilities must display facility passes at all times while at the facility.To apply for pass, please contact the HSSE department †¢ Port users must stop at all facility access control for Security check. Any violation will result in rejection of facility access †¢ For further information / clarification please feel free to contact the Port Facility Security Officer. Tel. 968 23219500 ext 466 / 409 / 406 O-3 X-Ray Inspection of Containers Port of Salalah has modern X-Ray sc reening facilities, and in case any container is required to be screened, the Line should advise the Port who will make the necessary arrangements, which is chargeable as per Tariff.