Narrative:

After sorting out an issue in ZZZ of not getting a cargo load report (clear) notes on ACARS on any live animals. The flight crew simply asked [the] ramp agents to resend it. They were unable to do so so we simply asked for a paper clear. The ramp lead became flustered with his scanner and went to go ask a manager for help. The manager came back about 10 minutes later after we had closed and gave the flight crew the notice to captain form (first time we discovered there was dangerous goods onboard) and resent the clear with the notes on dg (dangerous goods) and live animal (I noticed the bird and medical boxes on my walk around but didn't notice any markings on the medical boxes pertaining to dg). Already delayed pushing back we then became saturated with a runway change. Reaching cruise we became talking more about the lack of notoc (notice to captain) and an impending incident report. After talking for a few moments at cruise. I realized that we are not allowed to be carrying both dry ice and any live animals in the forward cargo bin together. After bringing that to light I began inquiring about possible diversion options. Including the destination of ZZZ1 40-45 minutes out. After the captain messaged with dispatch we decided to divert to ZZZ2 as that was the fastest option to separate the dry ice and live animal. Landing and taxing in we made sure we had a ramp crew that was informed of the situation and needing to open the fwd cargo door asap and remove the live animal. As well as a gate in ZZZ2. I went down to check as soon as the jet bridge was pulled up. And when I got down there the bird was out of the fwd cargo and in good health. The live bird was ok and the ramp agents took the bird into the office to be in the air conditioning and off the loud ramp environment while the ramp crew and flight crew figured out a new bag count. Cargo count. And any other required paperwork. I began calling for fuel. Loading in the new flight plan from the release while the captain went down to talk to ramp managers as to what cargo is staying or going. A new and confirmed bag count after ZZZ2 rampers recounted bags and cargo (which did not match the original bag count out of ZZZ even though we only removed the dg) was received.after getting everything all figured out in ZZZ2 we calmly talked to the passengers and gave them a timeline of when we would expect to be pushing back and going to ZZZ1. After getting to ZZZ1. And finishing the flight. Deplaning. And; making sure the live animal was ok and in the possession of ZZZ1 ramp operations. The captain and I began debriefing today's events. We reconstructed a timeline. No cargo load remarks. Called operations. They began to get flustered about their system. We then just asked for a paper cargo load report to remedy the glitch in the system. The ramp manager came and threw though the window a notice to captain. This was the very first time we realized we had any dg onboard. We then hyper focused on the problem of closing without a notoc and making sure to talk to operations and ground. When talking about this in the air. I realized the problem of the dg and live animal in the same compartment. We quickly then realized that this was not a situation that could continue. We began looking at diversion options. Talking to dispatch and ZZZ2 operations. We diverted and handled the situation at hand going forward. We talked about how there are numerous safeguards to never let a situation like this happen before it even gets to the airplane or airport/cargo processing counter for that matter. And how this is a prime example of reasons [for the] swiss cheese model. Starting early this morning with 3 runway changes and a wrong turn on a taxiway resulting in the first as soon as possible. Airline's ramp scanning system and software letting these be scanned together or a safeguard overridden to let this happen. Us hyperfocusing on discovering dg was onboard after closing with no notoc. And resulting in missing the combined dg and live animal in the same cargo compartment until cruise flight. Going forward and learning from this. This is a prime example of how to simply complete tasks and move on without hyperfocusing on the previous threats or errors.

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Original NASA ASRS Text

Title: E-175 flight crew reported an uneventful diversion due to Hazmat loading issue due to missing NOTOC at departure.

Narrative: After sorting out an issue in ZZZ of not getting a cargo load report (CLR) notes on ACARS on any live animals. The flight crew simply asked [the] ramp agents to resend it. They were unable to do so so we simply asked for a paper CLR. The Ramp Lead became flustered with his scanner and went to go ask a manager for help. The manager came back about 10 minutes later after we had closed and gave the flight crew the notice to Captain form (first time we discovered there was dangerous goods onboard) and resent the CLR with the notes on DG (Dangerous Goods) and live animal (I noticed the bird and medical boxes on my walk around but didn't notice any markings on the medical boxes pertaining to DG). Already delayed pushing back we then became saturated with a runway change. Reaching cruise we became talking more about the lack of NOTOC (Notice to Captain) and an impending incident report. After talking for a few moments at cruise. I realized that we are not allowed to be carrying both dry ice and any live animals in the forward cargo bin together. After bringing that to light I began inquiring about possible diversion options. Including the destination of ZZZ1 40-45 minutes out. After the Captain messaged with Dispatch we decided to divert to ZZZ2 as that was the fastest option to separate the dry ice and live animal. Landing and taxing in we made sure we had a ramp crew that was informed of the situation and needing to open the fwd cargo door asap and remove the live animal. As well as a gate in ZZZ2. I went down to check as soon as the jet bridge was pulled up. And when I got down there the bird was out of the fwd cargo and in good health. The live bird was ok and the ramp agents took the bird into the office to be in the air conditioning and off the loud ramp environment while the ramp crew and flight crew figured out a new bag count. Cargo count. And any other required paperwork. I began calling for fuel. Loading in the new flight plan from the release while the Captain went down to talk to ramp managers as to what cargo is staying or going. A new and confirmed bag count after ZZZ2 rampers recounted bags and cargo (which did not match the original bag count out of ZZZ even though we only removed the DG) was received.After getting everything all figured out in ZZZ2 we calmly talked to the passengers and gave them a timeline of when we would expect to be pushing back and going to ZZZ1. After getting to ZZZ1. And finishing the flight. Deplaning. And; making sure the live animal was ok and in the possession of ZZZ1 Ramp Operations. The Captain and I began debriefing today's events. We reconstructed a timeline. No cargo load remarks. Called OPS. They began to get flustered about their system. We then just asked for a paper cargo load report to remedy the glitch in the system. The Ramp Manager came and threw though the window a notice to Captain. This was the very first time we realized we had any DG onboard. We then hyper focused on the problem of closing without a NOTOC and making sure to talk to OPS and Ground. When talking about this in the air. I realized the problem of the DG and live animal in the same compartment. We quickly then realized that this was not a situation that could continue. We began looking at diversion options. Talking to Dispatch and ZZZ2 OPS. We diverted and handled the situation at hand going forward. We talked about how there are numerous safeguards to never let a situation like this happen before it even gets to the airplane or airport/cargo processing counter for that matter. And how this is a prime example of reasons [for the] swiss cheese model. Starting early this morning with 3 runway changes and a wrong turn on a taxiway resulting in the first ASAP. Airline's ramp scanning system and software letting these be scanned together or a safeguard overridden to let this happen. Us hyperfocusing on discovering DG was onboard after closing with no NOTOC. And resulting in missing the combined DG and live animal in the same cargo compartment until cruise flight. Going forward and learning from this. This is a prime example of how to simply complete tasks and move on without hyperfocusing on the previous threats or errors.

Data retrieved from NASA's ASRS site and automatically converted to unabbreviated mixed upper/lowercase text. This report is for informational purposes with no guarantee of accuracy. See NASA's ASRS site for official report.