Of course, these agreements are at the heart of any trade negotiations between partners and it sometimes becomes difficult to effectively express trade requirements and conditions under this standard. From a sectoral point of view, the SGHA is probably one of the top five trade texts in the world in terms of efficiency and applicability. Trying to make a high calculation of the airline – pairs of suppliers who use the SGHA by multiplying the number of airlines in the world by the number of destinations where they land in the world, it is clear that, given the commercial, operational and cultural complexities with which it is faced, it is a very good business tool. Since 2012, we have received more than 650 professionals from 94 IATA countries, as an indication of the broad acceptance of SGHA. It is not easy to find another example in another sector where the same contract model with minimal adaptation is applicable in almost every country in the world. Within SGHA 2013, there was some confusion about the deadline for obtaining damages from a carrier. The confusion was caused by the following sentence: “Any claim must be filed within the time frame set out in section 31.2 of the 1999 Montreal Convention.” Section 31.2 sets the deadlines for filing claims of persons authorized for delivery for damaged and late shipments, 14 and 21 days respectively. A carrier`s claims against a ground carrier are not addressed. IATA has explicitly identified its resolutions and standard practices as benchmarks for the provision of services to businesses and has written them down in the new paragraphs 5.3 (a) and (b).
The acronym “SGHA” is of great importance in the world of airlines/service providers. The Standard Ground Handling Agreement is a widely used document that defines the business relationship between airlines and ground service providers. This is a draft contract signed by the industry for the provision of stopover assistance services. Business and operational details will be included simultaneously in the same document. Dimitrios Sanos joined IATA in 2010 and leads IATA training programs worldwide in airport management, planning, operations and ground operations. A well thought-out ALS can be an excellent means of communication to show which elements are considered a top priority and what are the main business objectives. Yes, the smile of passengers is important, but it should not have the same weight inside an ALS as a target related, for example, to the “precision of the loading arc.” ALS is therefore probably the right place to show the prioritization that should be given to an aircraft`s rotation services. Of course, safety must and remains the top priority. It is up to both parties using an SGHA and ALS and agree to prioritize all other elements, such as one-time performance, passenger comfort, cost control and many others, that each airline and ground service provider can define, based on commercial requirements. It will be interesting to see how claims are handled and whether internal flight processes are the result of tracking and tracking cargo claims. Improvements can be made when airlines use more detailed documentation requirements for cargo shipments and handling of irregularities (AnnexS A 5.3.1 and 5.7).