Dangerous Goods in Aircraft Ramp Handling Process

Prihvat i otprema opasnih roba složen je proces koji se bitno razlikuje od procesa i otpreme običnih tereta. Za prihvat i otpremu opasnih roba potrebno je dobro poznavanje pravilnika i procedura, a osim toga i poznavanje specifikacija samih opasnih roba. Najvažniji pravilnik koji klasificira opasne robe na devet klasa, sadrži njihove tehničke specifikacije i opisuje svaku moguću situaciju s opasnim robama je IATA Pravilnik o opasnim robama (engl. Dangerous Goods Regulation, DGR). U Pravilniku o opasnim robama nalaze se i instrukcije o pakiranju i označavanju opasne robe, a tu su propisane i potrebne razine certificiranja svih osoba koje na bilo koji način sudjeluju u procesu prihvata i otpreme opasne robe. Nadalje, kod prihvata i otpreme opasnih roba značajan segment predstavlja dokumentacija cjelokupnog procesa. U dokumentaciji je neophodno ispuniti deklaraciju o prijevozu opasnih roba i prateći zračni teretni list koji se kao i sama opasna roba pregledava prema kontrolnim listama. Također za otpremu opasnih roba važan je i NOTOC kojim se kapetan zrakoplova obavještava o opasnim robama koje prevozi.Ramp handling of dangerous goods is a complex process that is significantly different from the ramp handling processes of typical cargo. For ramp handling process of dangerous goods it is necessary to have a good knowledge of rules and procedures, and besides that also a knowledge of specification of dangerous goods themselves. The most important regulation classifying dangerous goods into nine classes containing their technical specifications and describing any possible situation that includes dangerous goods is IATA Dangerous Goods Regulation, DGR. Dangerous Goods Regulation also describes all the instructions regarding packaging and labelling dangerous goods as well as required levels of certification for all personnel involved in ramp handling process of dangerous goods. Furthermore, in ramp handling of dangerous goods the documentation is of big importance. It is necessary to fill in the Dangerous Goods Declaration and the following Air Waybill which is controlled according to the adequate checklists as well as the dangerous goods themselves. And finally, for ramp handling of dangerous goods it is important that the captain is informed about the dangerous goods which are transported in the aircraft

Dangerous Goods in Aircraft Ramp Handling Process

Prihvat i otprema opasnih roba složen je proces koji se bitno razlikuje od procesa i otpreme običnih tereta. Za prihvat i otpremu opasnih roba potrebno je dobro poznavanje pravilnika i procedura, a osim toga i poznavanje specifikacija samih opasnih roba. Najvažniji pravilnik koji klasificira opasne robe na devet klasa, sadrži njihove tehničke specifikacije i opisuje svaku moguću situaciju s opasnim robama je IATA Pravilnik o opasnim robama (engl. Dangerous Goods Regulation, DGR). U Pravilniku o opasnim robama nalaze se i instrukcije o pakiranju i označavanju opasne robe, a tu su propisane i potrebne razine certificiranja svih osoba koje na bilo koji način sudjeluju u procesu prihvata i otpreme opasne robe. Nadalje, kod prihvata i otpreme opasnih roba značajan segment predstavlja dokumentacija cjelokupnog procesa. U dokumentaciji je neophodno ispuniti deklaraciju o prijevozu opasnih roba i prateći zračni teretni list koji se kao i sama opasna roba pregledava prema kontrolnim listama. Također za otpremu opasnih roba važan je i NOTOC kojim se kapetan zrakoplova obavještava o opasnim robama koje prevozi.Ramp handling of dangerous goods is a complex process that is significantly different from the ramp handling processes of typical cargo. For ramp handling process of dangerous goods it is necessary to have a good knowledge of rules and procedures, and besides that also a knowledge of specification of dangerous goods themselves. The most important regulation classifying dangerous goods into nine classes containing their technical specifications and describing any possible situation that includes dangerous goods is IATA Dangerous Goods Regulation, DGR. Dangerous Goods Regulation also describes all the instructions regarding packaging and labelling dangerous goods as well as required levels of certification for all personnel involved in ramp handling process of dangerous goods. Furthermore, in ramp handling of dangerous goods the documentation is of big importance. It is necessary to fill in the Dangerous Goods Declaration and the following Air Waybill which is controlled according to the adequate checklists as well as the dangerous goods themselves. And finally, for ramp handling of dangerous goods it is important that the captain is informed about the dangerous goods which are transported in the aircraft

Comparative seismic analysis of RC buildings under influence of soil-structure interaction

In this paper the effects of soil-structure interaction (SSI) on reinforced concrete (RC) buildings are analyzed. The dynamic analysis was carried out for two buildings of different heights, founded on three different types of soils, and two different types of foundation, with and without soil interaction. Ten earthquake records, chosen for Belgrade site, were used in the response spectrum analysis. The mean spectrum at the base of the soil deposit and the mean spectra at the surface of each soil types were derived. Calculation was performed using the originally coded MATLAB program, which accounts for downward and upward wave propagation. The influence of the soil layer over the bedrock on the response of the RC buildings was calculated using the commercial software SAP2000. The conclusions were carried out according to theobtained results

CEP63 deficiency promotes p53-dependent microcephaly and reveals a role for the centrosome in meiotic recombination

Artículo escrito por un elevado número de autores, solo se referencian el que aparece en primer lugar, el nombre del grupo de colaboración, si le hubiere, y los autores pertenecientes a la UAMCEP63 is a centrosomal protein that facilitates centriole duplication and is regulated by the DNA damage response. Mutations in CEP63 cause Seckel syndrome, a human disease characterized by microcephaly and dwarfism. Here we demonstrate that Cep63-deficient mice recapitulate Seckel syndrome pathology. The attrition of neural progenitor cells involves p53-dependent cell death, and brain size is rescued by the deletion of p53. Cell death is not the result of an aberrant DNA damage response but is triggered by centrosome-based mitotic errors. In addition, Cep63 loss severely impairs meiotic recombination, leading to profound male infertility. Cep63-deficient spermatocytes display numerical and structural centrosome aberrations, chromosome entanglements and defective telomere clustering, suggesting that a reduction in centrosome-mediated chromosome movements underlies recombination failure. Our results provide novel insight into the molecular pathology of microcephaly and establish a role for the centrosome in meiotic recombinationT.H.S., J.L., J.S. and I.R. are supported by the Ministerio de Economía y Competitividad (MINECO; T.H.S.: BFU2012-39521, J.L.: BFU2012-33960, J.A.S.: SAF2011-28842-C02-01, BFU2014-53681-P and I.R.: BFU2010-18965); P.J.M. is supported by National Institute of Health (NS-37956, CA-21765,) and the CCSG (P30 CA-21765), V.C. is funded by the Associazione Italiana per Ricerca sul Cancro, the European Research Council consolidator grant (614541) and the Association for International Cancer Research (13-0026); the Giovanni Armenise Award was awarded to V.C., the Epigen Progetto Bandiera (4.7) and the Fondazione Telethon (GGP13071); and U.W. is supported by the European Community’s Seventh Framework Programme FP7/ 2009 under grant agreement number 241955 (SYSCILIA), P.A.K. was supported by an Early Postdoc Mobility fellowship from the Swiss National Science Foundation, B.T. by a Severo Ochoa FPI fellowship (MINECO) and M.M. by a Marie Curie Action (COFUND) within the EU 7th Framework programm

Comparative analysis of characteristics of passenger car tires in Serbia

U radu su predstavljeni rezultati istraživanja stanja i karakteristika pneumatika koji se voze u Srbiji. Prikupljeni su podaci o pohabanosti dezena, dimenzijama, starosti, marki, tipu više od 700 pneumatika kao i podaci o vozilima na kojima su montirani. Osnovni zaključak je da je stanje pneumatika dobro, odnosno znatno bolje nego što je sanje voznog parka u Srbiji. Prosečna izmerena dubina šare protektora bila je oko 5 mm, a prosečna starost kontrolisanih pneumatika oko 3 godine. Značajan deo pregledanih vozila bio je opremljen zimskim pneumaticima. Prva istraživanja (Beograd, novembar 2009) o korišćenju zimskih dala su dobre rezultate sa oko 25% automobila opremljenih sa takvim gumama. Tokom drugog istraživanja (Beograd, juli 2010) uočen je pad od oko 5%. U Užicu, gde su sprovedena istraživanja u novembru 2010 godine utvrđeno je da se taj procenat popeo na 50%. Struktura i starost voznog parka u Srbiji su ocenjeni kao nezadovoljavajući. Sa sadašnjim stepenom obnove voznog parka, takvo stanje će se veoma polako menjati na bolje što će uticati i na strukturu i karakteristike pneumatika koje će vozači u Srbiji kupovati u narednim godinama.The paper presents the results of the condition and characteristics of tires that are in use in Serbia. Data on wear patterns, sizes, ages, brand, type, more than 700 tire and vehicle information to which they are mounted. Data about tread depth, dimensions, tire age, brand and type of more then 700 tested tires were gathered, as well as information about vehicles to which they are mounted on. Primary conclusion on tire condition is positive, notably better then than the Serbian vehicle fleet condition. Average age of tires was around three years and measured tread depth about 5 mm. A significant part of the examined vehicles was equipped with winter tires. First survey (Belgrade, November 2009) for winter tire usage had good showings with around 25% cars equipped with such tires. During the second survey (Belgrade, July 2010) decline of about 5% was found. In Užice, where survey was conducted in November of 2010 it was found that the percentage of winter tires increased up to 50%. Structure and age of the passenger cars fleet in Serbia have been assessed as unsatisfactory. With the current level of fleet renewal such a situation will be very slowly changing for the better and that will affect both the structure and characteristics of tires that will be bought in Serbia in the coming years. With the current level of renewal of the fleet, such situation will be very slowly changed for the better that will affect the structure and characteristics of tires that that will be purchased in the coming years in Serbia

Comparative analysis of characteristics of passenger car tires in Serbia

U radu su predstavljeni rezultati istraživanja stanja i karakteristika pneumatika koji se voze u Srbiji. Prikupljeni su podaci o pohabanosti dezena, dimenzijama, starosti, marki, tipu više od 700 pneumatika kao i podaci o vozilima na kojima su montirani. Osnovni zaključak je da je stanje pneumatika dobro, odnosno znatno bolje nego što je sanje voznog parka u Srbiji. Prosečna izmerena dubina šare protektora bila je oko 5 mm, a prosečna starost kontrolisanih pneumatika oko 3 godine. Značajan deo pregledanih vozila bio je opremljen zimskim pneumaticima. Prva istraživanja (Beograd, novembar 2009) o korišćenju zimskih dala su dobre rezultate sa oko 25% automobila opremljenih sa takvim gumama. Tokom drugog istraživanja (Beograd, juli 2010) uočen je pad od oko 5%. U Užicu, gde su sprovedena istraživanja u novembru 2010 godine utvrđeno je da se taj procenat popeo na 50%. Struktura i starost voznog parka u Srbiji su ocenjeni kao nezadovoljavajući. Sa sadašnjim stepenom obnove voznog parka, takvo stanje će se veoma polako menjati na bolje što će uticati i na strukturu i karakteristike pneumatika koje će vozači u Srbiji kupovati u narednim godinama.The paper presents the results of the condition and characteristics of tires that are in use in Serbia. Data on wear patterns, sizes, ages, brand, type, more than 700 tire and vehicle information to which they are mounted. Data about tread depth, dimensions, tire age, brand and type of more then 700 tested tires were gathered, as well as information about vehicles to which they are mounted on. Primary conclusion on tire condition is positive, notably better then than the Serbian vehicle fleet condition. Average age of tires was around three years and measured tread depth about 5 mm. A significant part of the examined vehicles was equipped with winter tires. First survey (Belgrade, November 2009) for winter tire usage had good showings with around 25% cars equipped with such tires. During the second survey (Belgrade, July 2010) decline of about 5% was found. In Užice, where survey was conducted in November of 2010 it was found that the percentage of winter tires increased up to 50%. Structure and age of the passenger cars fleet in Serbia have been assessed as unsatisfactory. With the current level of fleet renewal such a situation will be very slowly changing for the better and that will affect both the structure and characteristics of tires that will be bought in Serbia in the coming years. With the current level of renewal of the fleet, such situation will be very slowly changed for the better that will affect the structure and characteristics of tires that that will be purchased in the coming years in Serbia

Influence of soil-structure interaction on the seismic response of RC buildings

In this paper the effects of the soil-structure interaction (SSI) on dynamic response of reinforced-concrete (RC) buildings of different heights are analyzed. Two 3D numerical models of 5 and 10-storey reinforced-concrete buildings founded on two different foundation types: plate and single foundations, lying on two types of soils: soft and stiff ones, are considered. Two types of the dynamic analysis are carried out: time history analysis and response spectrum method. The obtained results are compared. Ten earthquake records chosen for Belgrade site are used. The wave propagation in the soil is taken into account using the originally coded MATLAB program. The appropriate conclusions are derived according to the obtained results

Uticaj poreske konkurencije na strane direktne investicije u Srbiji

Direktni efekti globalne finansijske krize ostavili su duboke posledice na zemlje koje najviše učestvuju u međunarodnom kretanju kapitala. Indirektne efekte krize po finansijski sektor osetile su zemlje u tranziciji, koje su se manifestovale kroz pad likvidnosti, otežanu izgradnju i reformu finansijskih institucija, kao i po realni sektor kroz usporavanje privredne aktivnosti. Srbija je samo jedna od mnogobrojnih zemalja u kojima je globalna finansijska kriza izazvala brojne posledice u funkcionisanju privrede. Jedan od najtežih efekata finansijske krize koji je pogodio Srbiju jeste smanjenje priliva stranih direktnih investicija. U takvim okolnostima investitori postaju konzervativniji i izbegavaju ulaganja u nova tržišta maksimalno smanjujući rizik. Smanjenje stranih direktnih investicija udaljava Srbiju od planiranog kursa integracije i dovodi do usporavanja privrednog razvoja zemlje. Strane direktne investicije treba da budu glavni pokretač ekonomskog rasta i razvoja Srbije u narednom periodu, pri čemu bi trebalo preduzeti odgovarajuće mere kako bi se stvorila povoljna investiciona klima i povećao priliv stranih direktnih investicija