CONTENTS | MARCH 2012 Continued from page 1


promote it and to ensure that decisions were implemented.” Under his leadership, the ASA has already achieved an impressive number of successes, ensuring the handler is catered for in the IATA Safety Audit on Ground Operations (ISAGO), the IATA Ground Operator Manual (IGOM) and the Airport Handling Manual (IAM), which will be published later this year. “The IGOM and ISAGO are new publications resulting from the harmonisation of handling procedures,” explains Meyer. “Handlers have to comply with each airline’s written ground handling procedures, and it is rare that two airlines have exactly the same guideline for the same procedure. For example, if you take 10 different airlines, there will be 10 different procedures for pushing back an A320. However, the task is really the same and staff don’t pay any attention to the differences in the airline manuals because they know how to do the job. But if the handler is audited, the auditors will insist that each manual is followed to the letter. Therefore, we need standardised procedures so there is only one official way of doing any task.” ISAGO, which is already available, transfers responsibility for auditing handlers from the airlines to IATA, as Meyer explains. “Each airline carries out its own audit of its handlers,” he says. “So if a handler works for 15 airlines, it will be subject to 15 audits. Why can’t IATA do just one audit? Not all airlines have accepted a single audit yet, but the benefit for the airline is the same as that for the handler: it speeds up handling, increases efficiency and reduces cost.”


ASA is also turning its attention to the Airline Handlers Manual, which has been written by four or five different working groups, made up of airlines and handlers. There has been no coordination between the working groups and no harmonisation between the AHM, IGOM and ISAGO, but Meyer has offered ASA’s services in standardising the document.


Achieving standardised handling procedures is a big and time-consuming task, but ASA’s work does not stop there. “We are also working on the cargo side. IATA, FIATA, the International Air Cargo Association and the Global


“Until now, procurement has largely been provided by a third party broker, which charges a fee for fixing the deal. Why can’t the ASA do it for nothing?”


Shippers’ Forum have formed the Global Air Cargo Advisory Group (GACAG) to improve coordination between the four organisations - but there was no representative from the handling side in the new group. ASA has set up an ASA Cargo Council to coordinate the cargo aspects of handling and to bring our experience and advice to the GACAG.”


Another ASA project, the e-procurement platform, will allow handlers to buy equipment from their colleagues when it is launched in the second half of this year. “Sometimes a handler has too much capacity and unused assets, while a competitor might need extra capacity,” Meyer explains. “Until now, procurement has largely been provided by a third party broker, which charges a fee for fixing the deal. Why can’t the ASA do it for nothing? We want a member to be able to say ‘I need two ground power units and one conveyor belt’; if another member has spare power units or conveyor belts, it can sell or lease the equipment to the handler needing these items.” Liability will, Meyer believes, become the next issue for ASA to address.


“At the moment, the industry works according to the IATA standard ground handler agreement, which was developed when airlines owned the handlers. Liability is capped at US$1.5m. But some cargo, such as dangerous goods, can be worth ten times that, excluding any repairs to the cost of the aircraft or equipment, should there be an accident.” “Insurers say the handler should bear the entire responsibility and liability should be raised, on the basis that it will encourage handlers to take more care with cargo. But handlers always take care: they don’t want to damage aircraft or anything else. If there’s an accident, it is just that - an accident. The ASA needs to lobby on behalf of its members to ensure liability does not go sky high.”


Meyer is also making sure that handlers are represented in ICAO, an organisation with extensive rule-making capability but no handler guidelines. ASA needs to be granted ‘adviser’ status by ICAO so we have input in their decisions affecting handlers.”


With Meyer in charge, ASA members have nothing to worry about. 


PARVEEN RAJA Publisher


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EDITORIAL CONTRIBUTORS Marcia MacLeod, Keith Mwanalushi, Don Parry and David Smith


Amsterdam. The environment is always top of the international agenda.


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24 Exploring GSE, airfi eld equipment and infrastructure 2 AIRSIDE INTERNATIONAL | MARCH 2012 Bright prospects Training pays WWW.EVAINT.COM


As an example, as world temperatures rise, some migratory birds are spending the winter an average of 35 miles further north than they did 40 years ago.


Readers of this issue will find out about Munich Airport’s green credentials with its carbon neutral growth objectives and how the latest technology in electric vehicles and airfield lighting is helping all stakeholders to really make a difference to the environment. We hope the green agenda will be one showcased and discussed in Amsterdam to good effect. Enjoy the Conference!


MARC HOLLORAN EDITOR


elcome to the March 2012 issue of Airside International to coincide with the GSE Buyers’ Conference in


contents 1 3 6 9 11 16 18 ASA finds its voice A clean sweep Munich Airport tables its green charter Green benefits power the rise in electric Innovation high lifts technology to new levels Sliacˇ Airport aims high to meet increased traffic Precision parking on the ramp


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