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FEBRUARY 2011 | ISSUE 1 | VOLUME 16

HI-LIFTS VIENNA CONFERENCE REVIEW ISAGO

Leader of the pack:Captaining Plane Handling’s

winning team

EU Directive revisions:Will handlers benefi t?

RFID update:Reading the signals

Around the world:Handling Africa

and the Middle East

©2011 ASIG

Contents

GROUND HANDLING INTERNATIONAL 1

Front cover courtesy of Plane Handling

PUBLISHER/EDITOR-IN-CHIEFTim Ornellas

tel: +44 1892 839209e-mail: [email protected]

EXECUTIVE EDITORAlwyn Brice


DESIGNERJason Taylor

e-mail: [email protected]

INTERNATIONAL SALES DIRECTORAlison Woolley


CIRCULATIONClare Norfolk


CONFERENCE DIRECTORJean Ang


CONFERENCE CO-ORDINATOR & PRODUCTION

Sherilee Clinchtel: +44 1892 839214

e-mail: [email protected]

PRODUCTIONGlynis Bristow


ACCOUNTSEmma Smith


CONTRIBUTORSAnneris Pena

Please note our contact details for all correspondence:

Ground Handling International, The Stables, Willow Lane, Paddock Wood, Kent TN12 6PF, United Kingdom.

Telephone: +44 (0) 1892 839200Facsimile: +44 (0) 1892 839210

E-mail: [email protected]

ISSN number: 1364 – 8330

Ground Handling International is published in February, April, June, August, October & December.

Subscription rate per year applies to UK and overseas:Qualifying subscription: £63 or €73 or US$108

Non-industry subscription: £175 or €208 or US$299

Whilst every effort is made to ensure that the information contained in this publication is correct, the publisher

makes no warranty, express or implied, as to the nature or accuracy of such material to the extent permitted by

application law.

© 2011 The Airports Publishing Network Ltd.No part of this publication may be reproduced, stored or used in any form or by any means, without specifi c prior

permission from the publisher.

FEBRUARY 2011 | ISSUE 1 | VOLUME 16

HI-LIFTS VIENNA CONFERENCE REVIEW ISAGO

Leader of the pack:Captaining Plane Handling’s

winning team

EU Directive revisions:Will handlers benefi t?

RFID update:Reading the signals

Around the world:Handling Africa

and the Middle East

2 GHI NEWS Signature signs in France and IAHA gains new members

4 SAFETY STRATEGIES We ask whether a uniform approach in the Far East is workable

6 LEGAL COLUMN Some thoughts on the realities of bankruptcy

7 CONTRACT NEWS

8 IT NEWS Self-service baggage solutions and ramp communications

9 CARGO NEWS

12 ISAGO UPDATE How Menzies went through the audit process

13 ASIAN GROUND HANDLING CONFERENCE 2011 The fi nal programme: have you booked your place?

19 SAFETY TRAINING AIDS A look at what’s currently available

21 PEOPLE & APPOINTMENTS

22 RFID PROGRESS A report from France

24 INDUSTRY INTERVIEW With Plane Handling’s Rob Williams

26 VIENNESE REVIEW Looking back at the 2010 GHI conference in Austria

30 GHI/ IGHC GOLF DAY Play in Malaysia this year!

32 WORLD ANALYSIS Middle East and Africa examined

38 A DEFINITE MAYBE? Highlights from the amendments and proposals relating to the 1996 EU Directive

43 PRM & CATERING NEWS

44 FACTORY TOUR Behind the scenes at Austrian specialist Hitzinger

47 HI-LIFTS How has the market performed in 2010?

49 TOILET & WATER UNITS Where stainless steel is king

52 RAMP SAFETY BRIEFING Sad news for the start of the year

53 RAMP EQUIPMENT NEWS New in the marketplace

56 RAMP FORUM Stunning news and gunning views

➤ PAGE 26Viennese highlights

➤ PAGE 44Behind the scenes

PAGE 32 ➤Hotter handling

2 GROUND HANDLING INTERNATIONAL

N E W S

Following the launch of Signature Flight Support’s ground handling co-ordination service in Germany in 2010, Signature is now offering this value-added service to its customers in France.

Signature Flight Support currently has the ability to assist its operators in co-ordinating additional fl ight support services such as slot co-ordination, NOTAMs, weather and pilot briefi ngs, ground handling, fuel, catering, hotels and limousine hire at airports throughout France. Flight departments operating in France need only make one call to Signature to implement the process. These services are offered

in addition to Signature’s French FBO locations in Paris Le Bourget, Toulon and Nice.

Through agreements with a network of existing fi xed based operators and airport authorities

French fl ourish at Signatureacross France, Signature Flight Support can now schedule fl ight support services for its customers, arrange credit and billing and offer a single invoice for all services received for customers’ trips within France.

Signature Flight Support offers fl ight support co-ordination and credit services, including fuel, at many French airports such as Paris Charles de Gaulle, Orly, Marseille, Toulouse and Lyon. It is Signature’s intention to continue to add airports in France and Germany to its network, thereby allowing its customers to plan trips with increased convenience and value-added services.

Aviation industry leaders from across the globe met at Heathrow last November to discuss best practice and innovation in FOD detection and preventive measures.

It is estimated that débris on the airfi eld costs the global aviation industry some US$6bn each year, quite apart from the continuous safety risk that it poses. Heathrow is at the forefront of innovation when it comes to FOD detection and in association with QinetiQ, the airport decided to host the conference to explore how the industry can best work together to exploit technological advances and develop new methods to improve FOD management.

As a leader in FOD management, Heathrow has embraced the use

of technology. The installation of QinetiQ’s Tarsier radar system in 2008, for example, coupled to the later addition of infra-red camera technology, has been a successful and sophisticated aid to the regular human inspections the AOSU team carries out several times daily. It has greatly improved the airport’s ability to more swiftly remove FOD before an incident occurs and demonstrates the rôle technology can play in this area. At the conference, delegates gained a comprehensive insight into the industry’s procedures and its visions for the future fi ght against FOD. Colin Wood, Airside Operations Director, commented on the outcome.

“The conference was a great success, bringing together

FOD conference’s global outlook is welcomed

aviation leaders from around the world representing airports, airlines, regulators and solution manufacturers. The ultimate aim across the industry is to eliminate FOD at its various sources and delegates gained a unique insight into the different approaches taken. This conference will provide a springboard to improve safety across aviation and I am proud that Heathrow is leading the way.”

Among the delegates were the members of the Eurocae Working Group on FOD. Dominic Walker, Chairman for the group and Business Development Director at QinetiQ, said that he was excited by the progress that could be made in the Eurocae Working Group, since the body of expertise was unique in the fi eld.

At the recent Ground Handling International conference in Vienna, attendees heard of the latest changes within IAHA. Both John Willis and Luc Meurrens have stood down and the board duly selected Martin Meyer (formerly of Swissport) as its

new part-time Secretary General. The board has further decided to close its legal domicile in Belgium and formally set up IAHA in Switzerland. The General Assembly also elected five new board members. These are Kobus Van Niekerk of BIDAir;

New blood for IAHAJohn Conway of Dnata; Michael Hancock of CAHA; Martin Stift of ISS and Bates Sule, of AviaPort Services in Lagos.

These members will be working alongside Chairman Samim Aydin, Barry Nassberg and Sally Leible.

Cathay Kansai Terminal Services has been renamed as 2011 gets underway: it has become CKTS Company. Similarly, Singapore Airport Terminal Services will in future trade under the name of SATS.

Abu Dhabi Airports Company will invest around AED500m (US$136.1m) in increasing the passenger handling capacity at Abu Dhabi International airport by 75% over the next two years. The move comes as an interim measure to enhance the handling capacity of the airport, in the light of the signifi cant growth of Etihad Airways at Terminal 3 after just two years of operation.

Swiss and the KV Schweiz, PUSH, SEV-GATA and VPOD Sektion Luftverkehr unions, together with staff associations, have reached a decision on a new Collective Labour Agreement for the company’s Swiss-based ground personnel. Inter alia, this new accord will include a 2% increase in basic salaries.

ASIG has received the Best Airport Operator award for a record, fi fth consecutive year. The award was presented to ASIG by the Armbrust Aviation Group and is based on the results of an independent survey conducted through the association’s Jet Fuel Report.

Flightcare has announced that Flightcare Belgium has been awarded its ISAGO (IATA Safety Audit for Ground Operations) certifi cate, following the successful completion of its headquarters and station audit in Brussels.

Lufthansa has said that it will create 4,000 jobs for its Germany-based locations in 2011. The carrier is looking to take on 2,200 fl ight attendants in Frankfurt and Munich, as well as 900 ground personnel, 270 student pilots, 300 apprentices and other technical staff.

I N B R I E F


Signature | Scandinavia | February 2011

The Accent Equity 2008 investment fund is acquiring a stake in a new consolidation of Scandinavian companies in the ground handling services sector. The new Group, called the Aviator Airport Alliance, includes the Swedish company Nordic Aero and the Norwegian companies Røros Flyservice and Norport Handling. Accent Equity 2008 holds a 50% stake in the company, while the founders of the three member companies, together with the company management, own the remaining 50%. The new group has an annual turnover of SEK1bn and musters 1,250 employees.

The three companies initially included in the group are based in Sweden and Norway, but also have operations in Denmark and Finland. The companies will continue to do business under their current brand names, but will share certain functions under the common brand Aviator Airport Alliance. Accent Equity’s goal is, together with the other owners, to build up a

strong independent European ground handling services provider.

“This is a growing sector where the airlines increasingly prefer to buy these services,” states Niklas Sloutski, CEO at Accent Equity Partners, an advisor to Accent Equity 2008. “The founders of the three member companies have all created strong entities that can now grow further on a common base. We are planning for strong growth, both by organic expansion in new markets and by acquisitions and broadening of the range of services.”

The new ground handling services group has customers among most of the airlines that are active in the Nordic market: operations are conducted at some 20 or so airports in Sweden, Norway, Denmark and Finland. Customers include Air Baltic, Amapola, British Airways, Finnair, Air France/ KLM, Malmö Aviation, NextJet, Norwegian Air Shuttle, Ryanair, Qatar Airways, Skyways and Thomas Cook.

Scandinavian handling alliance is announced

Late last year a new ground handling company started up operations in Sofia, Bulgaria. According to Goldair Handling Bulgaria, the country’s strong economic growth, together with its rapidly-rising air travel volumes, were attractive reasons for the new venture, one that fits neatly into Goldair Handling’s strategy of gaining key footholds in promising new

markets. Thus Goldair Handling Bulgaria

has entered this market as the second independent ground handling company at Sofia. The airport handled over 3.1m passengers in 2009, and passenger numbers are currently rising at an annual rate of 15%; further double-digit growth is expected in the foreseeable future.

Sofia airport greets its new ground handler


Safety strategies

eaders with some knowledge of safety practices and legislation within Europe as well as the Far East tend to agree that the two differ. In the west, the European Aviation Safety Agency is perceived to be at the heart of a safer aviation environment: fi rmly focussed on making the whole business of air travel as safe as possible,

EASA was set up to monitor the implementation of standards through inspections of the EU Member States; in addition to this, it also provides the necessary technical expertise, along with training and research.

When the spotlight turns to Asia, it seems that there is no equivalent body or agency as a focal point. However, two associations merit mention here.

Altogether, 17 scheduled airlines in the region belong to the Association of Asia Pacifi c Airlines. Amongst other items, a resolution passed in 2010 by the AAPA reiterated its call on Asia Pacifi c governments to favourably consider the creation of a co-operative Asia Pacifi c regional body to provide enhanced safety oversight and guidance to national airworthiness authorities. The resolution also called on regulators and industry stakeholders to work in a collaborative manner and support initiatives aimed at the enhancement of regional safety.

Aside from the AAPA, the Australasian Aviation Ground Safety Council has striven towards the promotion of ground safety and the delivery of safety education for over three decades. It numbers just under 50 members, which includes carriers, airports and service providers, all of whom operate in the region.

It’s fair to say, though, that in general individual countries establish and follow their own procedures and practices. Is this, then, a recipe that works to the satisfaction of both handlers and carriers? Or is there scope for a different approach?

Handler initiativesHandler experience, as might be expected, is varied and much depends upon the country (or countries) wherein each operates.

Menzies’ spokesperson, Bob Newman,

declares that in his experience there are very few bodies that set out and regulate Safety Management Systems standards or prerequisites on a global or regional basis; this tends to be driven by each country or state in which Menzies operates, and which can vary considerably.

“Within Menzies we considered our own corporate legal and moral obligations and adopted a standard approach, using the UK model and implemented our own Safety Management System network-wide, which forms the foundation of our safety programmes. This establishes a framework of standard polices, processes and procedures to ensure the highest levels of health and safety are achieved consistently across our operations, irrespective of geographical location.

“IATA (AHM610) sets out the basic principles of an SMS, which also forms part of the ISAGO standards and is an area that is thoroughly scrutinised before companies achieve ISAGO registration.”

In this respect, IATA’s ISAGO initiative is seen as a positive tool going forward for the industry. Bob explains that for the fi rst step, each company has to satisfactorily complete the process and be signed off at the corporate level, which in effect provides the high level umbrella that is required before a company can move to the second step.

Step two requires each station to independently prepare and undergo the station-level audit, which is conducted by an IATA Pool Auditor.

“Then, once the corporate and station audit is completed and signed off by IATA, then and only then will that station appear on the ISAGO register and the programme rolls on to the next selected station. In short, we have to jump through the hoop every time that we decide to apply ISAGO at a station.”

Swissport’s Michael Thuersam underlines Bob Newman’s comments on ISAGO.

“As you know, within the aviation industry, ISAGO is being pushed by IATA and their members for the ground handling sector. Swissport, along with other independent handlers such as Menzies, Servisair and Aviapartner, has been supporting the programme from its start and development and today we feel that ISAGO has been already

widely recognised amongst us.

“The group of airline pool members is constantly growing, so that we can expect it to become the worldwide standard for ground operations. In addition, individual regulators and authorities are actively supporting the programme.

“The UK CAA is accepting the audits done by the pool for carriers under their certifi cate (under temporary conditions); Seattle Tacoma airport is mandating ISAGO registration for service providers and the Dutch CAA is requesting the same for Schiphol airport. Also, EASA is interested - and we’re all waiting for them to accept and recognise the programme.

“To my knowledge, there is nothing like

EASA existing in the Asian region and all the countries are setting and following their own rules. It would be useful to see structures like EASA on all the continents and having these organisations fi nally under the ICAO roof. With such a structure and the active support of the ISAGO programme (accepting, recognising and with involvement in further development), a worldwide valid standard for safe ground operations and safety management could be easily established for the benefi t of all stakeholders: that means governments, airlines, service providers, insurers, passengers, freight forwarders and last, but not least, also all our employees.

Towards a safer environmentIn the run-up to the Ground Handling International Asian Conference in Ho Chi Minh City, we take a look at the extent of safety provision and legislation extant within Asia - and ask whether the current situation could be further enhanced.

R“It would be useful to see structures like EASA on all the continents and having these organisations

the ICAO roof”Michael Thuersam, Swissport


Safety strategies

is commonplace and this needs to be continuously addressed to prevent people putting themselves, or others, at risk.

“Having said all this, we are proud of our safety record at BFS and we have a low rate of accidents or incidents at work. However, we do lose three or four staff per year through motorcycle accidents.

“With regard to where we would like to be, the key here is education and regulation. People need to be educated during their formative years to be more aware of risks and how to prevent them. People generally do what they want to do or what is easiest - so getting them to change, to become risk-aware, is very challenging. Usually it needs to be regulated: in other words, enforcing motorcycle helmets, seatbelts and so on.”

Stewart confi rms that typically legislation comes from the host country and not a regional body, unless it is initiated by a regulatory body such as IATA.

“BFS is regularly audited by our airline customers, based on IATA standards, to ensure that we are operating to their safety requirements. Our internal investigations, risk assessments and ongoing training enable us to be in a position to satisfy these audits.

“If ISAGO gathers steam and gets approved by the regulatory agencies of each country, then this should be the benchmark to ensure safe operations. If it doesn’t, I guess the airlines will fall back on JAR-OPS or other similar standards.”

“Maybe there would be a long way to go to achieve an AASA. In the meantime, airlines and ground service providers in the Far East should promote and lobby for ISAGO with every individual country’s regulators. There should be one standard and one programme, developed by experts and those who are mainly affected: that is, the airlines and the ground handlers.”

Bangkok Flight Services has melded a series of standards to come up with a workable solution.

Speaking for the handler, Stewart Sinclair says that he has developed the business along four main standards, namely ISO 9000 for the Quality Management System; TAPA for Air Cargo Security; OHSAS 18001 for Safety and ISAGO for covering all of the above points in line with IATA standards.

“Bangkok Flight Services has developed its own procedures and practices based on global best practice that has been gleaned from the experience within the aviation industry of our Senior Management Team. Each of our airline customers has their own set of standards, policies and procedures, and we have worked over the last four years to merge these into our own best practice to establish a safety benchmark that covers our core businesses. Where airline safety policy differs, we have aimed to impose the most stringent safety practices as our benchmark. Where one airline’s safety policy differs from other airlines, we implement the airline-specifi c practices for these airlines. In effect,

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our own policies and procedures cover the vast majority of the tasks and actions required in our business with some individual airline differences. By going through the OHSAS certifi cation programme, we brought in an external audit body to advise us during the preparation for the audit; and during this process, we revisited specifi c areas such as risk assessment, safe working practices, local legislation and airline-specifi c challenges. This allowed us to fi ne tune our safety policy, procedures and training.”

He goes on to state that every incident is thoroughly investigated, reported and shared with the BFS team through briefi ngs, notice boards and training programmes. Any staff member involved in any incident or accident is immediately re-trained before he or she is allowed to resume their job. Each employee undertakes a fi ve to eight day training programme, covering the basics of the business but specifi cally safety, security and human factors. Recurrent training of between 40 and 120 hours per year is undertaken for each employee, depending on grade and job function.

He continues: “The specifi c challenges in Asia are the level of education and the disregard for personal safety that is especially evident through South Asia. For example, people commonly ride motorcycles without helmets, often dressed in T-shirts, shorts and fl ip-fl ops: so awareness is the biggest issue we have with our staff. Taking shortcuts


Here Anneris Pena, Bankruptcy Counsel at McBreen & Kopko, looks at the ramifi cations of Chapter 15.

n 1997, the United Nations Commission on International Trade Law (UNCITRAL) adopted the Model Law on Cross-Border Insolvency (hereafter referred to as the Model Law) to create a process by which foreign insolvency proceedings are recognised by other countries’ courts. In the US, this Model Law is known as Chapter 15 of the Bankruptcy Code, which implements virtually all of the substantive

provisions of the Model Law.In order to qualify as a Chapter 15, the accredited

representative of the foreign debtor must fi le a petition in the bankruptcy court seeking “recognition” of a “foreign proceeding.” The Court is authorised to recognise the foreign proceeding as either a “main” proceeding (pending in the debtor’s home country) or a “nonmain” proceeding (pending in a country where the debtor has an “establishment”). The Automatic Stay is only automatically triggered upon the fi nding of a “main” proceeding.

Chapter 15 proceedings are fi led to protect a foreign debtor’s assets in the US from creditor attack; to establish procedures for US creditors fi ling proofs of claim; to bind creditors to a restructuring plan approved in a foreign proceeding; to facilitate sales of assets in the US; to permit a debtor to use the “cash collateral” of its senior lenders in the US or to permit discovery of parties subject to US jurisdiction. In many instances, proofs of claim must be fi led in the foreign proceeding.

In Chapter 15, trade creditors need not worry about preference issues. A Chapter 15 debtor cannot sue on any preference or fraudulent transfer law unless a Chapter 7 or 11 petition is fi led.

In contrast to a Chapter 11, the Automatic Stay imposed via section 362 of the Bankruptcy Code is not automatically invoked upon the fi ling of a Chapter 15. Absent a Court Order seeking protection, a debtor’s US assets or businesses during the intervening period between the petition date and the date on which the Court enters the Order recognising the foreign proceeding are not protected.

While a foreign airline’s assets may be primarily located in a foreign country, they are likely to maintain aircraft, replacement parts and equipment in the US. Absent Court intervention, an airline’s assets could be seized; contract counterparties could use the insolvency proceeding as a pretext to terminate contracts or require additional security, tighten credit terms and so on. Thus, under Chapter 15, the Court is authorised to issue provisional relief such as a Temporary Restraining Order, ordering the application of the Automatic Stay.

An Automatic Stay will be granted only if the debtor can demonstrate that it would suffer irreparable harm if not granted, and that there is either a likelihood of success on the merits of the debtor’s application or a balancing of equities in the debtor’s favour.

For trade creditors who are not being compensated for their services, who are at the whim of a bankrupt airline that, in many instances, has stopped selling tickets, is constantly changing its schedules, cancelling fl ights and which is likely to shut down operations shortly with no hope of payment to creditors, the Temporary Restraining Order and thereafter, the Preliminary Injunction Order, are tough pills to swallow. For labour providers, the airline’s economic turmoil makes it diffi cult for the provider to maintain staffi ng levels on a consistent basis. Their employees, many of whom are part-time workers or have two jobs, are unable to change their work schedules at short notice and may resign or request assignment transfers. The cancellation of fl ights adversely affects the provider’s continued ability to meet the costs of its labour forces and equipment expenses.

For service and fuel providers, they may be obligated, via a Court Order, to continue to provide manpower and equipment to service the debtor’s fl ights since without these services and fuel, fl ights would be cancelled, adversely affecting the debtor’s estate.

In order to protect these creditors, an application may be made seeking “suffi cient protection” and assurances for the creditor, in accordance with 11 U.S.C. § 1522(a). The Court may grant discretionary relief to the foreign representative only if the interests of the creditors are protected. Among the requirements the Court may impose are that the airline maintains insurance coverage and makes payment for all post-petition goods and services rendered by such provider within a reasonable time period. The Order can make provision for a Notice of Default to be sent to the debtor in the event of non-payment and if this remains uncured, the Court could allow the service provider or refueller to discontinue providing goods and/ or services without further notice.

Thus, it is not terribly diffi cult for a service provider or refueller to obtain some form of protection and assurance, even if limited, and there is no concern that payments received within 90 days of fi ling (possible preference payments) will have to be returned. However, proofs of claim may have to be fi led in the foreign proceeding, perhaps in that country’s language, and subject to that country’s laws.

L E G A L C O L U M N

McBreen & Kopko500 North Broadway Suite 129Jericho, New York 11753Tel. (516) 364-1095Fax (516) 364-0612

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North Hub Services has concluded a deal with Turkish Airlines. As from December 19, it has been offering full ground handling services at Riga.

Juneyao Airlines has appointed Hactl as its cargo ground handler at Hong Kong International airport to support its new service between Hong Kong and Shanghai.

Fraport and Lufthansa signed a new agreement in December covering ground handling for all of the airline’s aircraft at its Frankfurt hub over the next eight years.

ASIG has announced that Frontier Airlines has renewed its aircraft de-icing agreements with it for provision of services at Ronald Reagan Washington National, Indianapolis International, Chicago Midway and General Mitchell International airports. Frontier has also awarded ASIG two new locations, namely Bradley International and Salt Lake City International airports.

Swissport Ukraine launched its operation in Kharkov in December last. It can now offer, besides its full handling services in Kiev, a range of passenger and airside services to the growing list of airlines operating there.

Late last year United Express transitioned its full passenger service and ground handling to ATS at Edmonton International airport.

ASIG has commenced aircraft refuelling operations at London City airport on behalf of Shell Aviation. Shell recently signed a concession agreement to operate as a fuel supplier at the airport.

Swissport Cargo Services has confirmed a three year renewal of its existing JFK Delta cargo warehouse and mail handling agreement, which became effective in January.

Servair has signed a two year contract with Air Madagascar for the latter’s catering activities for fl ights from Paris.

Last October, ATS commenced passenger services on behalf of Lufthansa at Dallas/ Fort Worth International airport.

Swissport Cargo Services has been compelled to cease its Budapest operations.

Menzies Aviation has announced that Lufthansa and bmi have selected it to provide full ramp handling services for their operations at London Heathrow airport. Operations started in October 2010.

Swissport International has confi rmed the signing of two important contracts at

Tokyo-Narita airport. Both Cathay Pacifi c and Turkish Airlines have handed over their ground service requirements to the handler; operations began in October.

Flightcare Ground Services has been appointed by Emirates as its cargo handling agent at Madrid airport.

Swissport International and Swiss have extended their collaboration. The new contract for 2010-2015 covers all ground handling at Swiss’s three Swiss stations, with a total annual volume of some 64,000 fl ights.

In late 2010, Cargojet awarded ATS a multi-year contract to provide ramp handling for its B767F and B727F freighters at Calgary. Separately, United Airlines has renewed its agreement at Calgary with ATS and has entered into a multi-year contract.

In November last year, ASIG signed a fi ve year renewal with United Airlines for aircraft refuelling at two of its busiest airport hubs, namely San Francisco International and Denver International.

At West Palm Beach Air Canada has entrusted ATS’s PBI team with its full passenger service and ground handling contract: this began in October 2010.

In Riga, North Hub Services has announced the conclusion of a ground handling agreement with Bulgarian Alma Tour, the operator of charter fl ights for GoAdventure. Separately, NHS has begun servicing Primera Air fl ights from Helsinki Vantaa International airport to four destinations. NHS is providing a full range of ground handling services to the carrier.

Swissport-Losch has signed a six-year contract with Lufthansa to provide ground handling for the carrier’s CRJs and Embraer aircraft at Munich. This began in January of this year.

Servisair has been successful in securing a new multi-year ground handling contract with British Airways in Helsinki. Starting in early February 2011, the contract covers full passenger and ramp handling, including ticketing, for British Airways’ twice daily A320 operation to the Finnish capital.

In December 2010, ASIG secured a new agreement with US Airways to provide cabin cleaning services at London’s Heathrow airport.

Servisair has started 2011 with new easyJet contracts. The contracts, which cover passenger and ramp handling, commenced on January 26 in Liverpool and will start on February 16 in Newcastle.


I T N E W SRFID | Scanning | Tokyo upgrade | February 2011

At present, fraud experts estimate that only around 1% of packages are security-checked. IT specialist INFORM believes that the air freight industry should adopt fuzzy logic based profi ling procedures, which have already proved their worth in the prevention of credit card fraud.

At banks and credit institutes, software using fuzzy logic can monitor 4,100 credit card transactions a second. The software recognises suspicious transactions

among the payment and cash movement patterns and is able to stop them. It is not a matter of simply identifying the actual fraud attempt, but also allowing as many genuine transactions as possible to go ahead unhindered.

“The same approach can be used for profi ling air freight,” explains Dr Andreas Meyer, head of the Risk & Fraud division at INFORM. “From the combination of information such as origin, sender, address,

Tackling the 1% factor a priorityaddressee, specifi c place of posting, freight declaration and any previous movements the parcel has made, software using fuzzy logic can identify suspicious items of freight at the time and point of registering the shipment electronically.”

Should the German government go ahead with its fi ve point plan for air freight safety in the EU, allowing safety authorities to obtain electronic access to logistics companies’ databases containing a

sender’s name, address and freight declarations, then it is only a matter of time before freight profi ling software could be implemented all over the EU.

“It may also be conceivable for freight companies, in the same way as banks, to be recognised for their pro-active approach to freight security by receiving international certifi cation once they have installed such a profi ling solution,” he concludes.

SITA, together with baggage handling system specialist BCS Group, has unveiled a self-service baggage solution for common-use platforms that now provides air passengers with the ability to experience a true end-to-end self-service, along with unassisted bag tagging and drop-off.

The SITA/ BCS kiosk was unveiled at Check-in Asia in Kuala Lumpur last year. Its fi rst appearance follows a recent survey, which found that continued growth of self-service now depends on the ability of

passengers to tag their bags and drop them off without waiting in a line. SITA’s Passenger Self-Service Survey, the most comprehensive global survey ever undertaken of passenger use of air transport self-service technology, found that almost half of the survey respondents who checked in at a desk (rather than online or through a kiosk), did so because of the need to check in a bag. Ilya Gutlin, Vice President Airport Solutions, SITA, commented on the fi nding.

“Passengers have made their

End-to-end solution unveiledviews quite clear: they want to use more self-service. SITA’s Passenger Self-Service Survey shows that 70% of passengers would tag their own bag if they could. That is why we are working with BCS Group to deliver the missing links in the unassisted bag drop and true end-to-end self-service solutions for the world’s airports, using common use systems.”

With the SITA/ BCS service, passengers can check in at a kiosk where bag tags are also printed for self tagging. Then they simply

proceed to a self-service bag drop area where the BCS BAGgate will automatically scan the bag tag and reconcile the boarding pass. Subsequently the bag is weighed, measured and dispatched for the fl ight without the need for any agent intervention.

SITA has been working with BCS for nearly ten years on various Australian baggage handling system integration projects and the fi rst trials of this end-to-end self-service are planned at an Australian airport.

Tagsys has announced that Qantas has deployed a reusable RFID bag tag using its specialist technology. According to the company, the bag tags can store details for up to four

fl ights and be reprogrammed for future fl ights. These tags are currently being used at both Sydney and Perth domestic terminals by premium frequent fl yers. This initiative will

RFID tags: reusable now in usebe followed by deployments in Melbourne, Brisbane, Adelaide and Canberra during the course of 2011.

Separately, Lufthansa has revealed that it is considering several options

in terms of self-service bag drops, including a home printed baggage tag with a reusable RFID sleeve; a hybrid paper RFID tag; and a permanent RFID tag, which it is currently trialling.

ARINC recently launched a suite of advanced passenger technologies for the opening of the new fi ve-storey International Terminal at Tokyo’s Haneda airport. Also known as Tokyo International airport, Haneda is Japan’s busiest airport, and following the opening it will share the handling of international fl ights with Narita

International.Under a contract from Tokyo

International Air Terminal Corporation, ARINC has deployed more than 200 passenger check-in and departure workstations at the new terminal. ARINC’s advanced vMUSE common-use passenger technology will allow international airlines to share the available

Advanced solutions for Tokyo International

counter space and make the most effi cient use of the new terminal’s facilities.

ARINC has also installed 40 common-use passenger kiosks at the International Terminal, using its advanced SelfServ technology. The kiosks will support the diverse check-in applications of the growing number of carriers at the

terminal. As an alternative to check-in counters, kiosks are preferred by many travellers because they speed up the check-in process.

ARINC has also equipped the new International Terminal with its effi cient BagLink Baggage Messaging System. Already in use at many other major airports, ARINC BagLink provides a proven interface between airline host computers and the airport’s baggage sortation system, for reliable and effi cient operations.

With both its domestic and international terminals becoming fully operational, Haneda expects to handle many more fl ights in the near future.


C A R G O N E W SAirBridgeCargo | February 2011

Fraport Cargo Services has presented AirBridgeCargo Airlines with its Best Cargo Performer 2010 award after the airline increased its freight volume through Frankfurt airport by nearly 50% last year.

It is the second year in a row that ABC has been recognised as the leading carrier handled by Fraport in terms of volume. In the fi rst 11 months of 2010, AirBridgeCargo (the scheduled cargo airline of Volga-Dnepr Group), saw its freight tonnage at Frankfurt increase to nearly 103,000 tonnes compared to just below 70,000 tonnes for the same period of 2009.

ABC has been a customer of Fraport since August 2008. In earning its place as the largest cargo carrier handled at Frankfurt by Fraport, ABC fi nished the period ahead of other leading airlines such as Air China, Cathay Pacifi c and Emirates. The carrier was also acknowledged by Fraport as achieving the Biggest Volume Increase 2010.

Winfried Hartmann, Managing Director of Fraport Cargo Services, commented on the award: “In a very strong market environment at Frankfurt, AirBridgeCargo has again proved how to serve their customers in an outstandingly successful way. For the second year in a row, Fraport Cargo Services as the assigned handling company is delighted to honour AirBridgeCargo’s overall cargo volume performance for the year 2010 with a Bembel, the traditional local apple cider mug. After a very diffi cult year in 2009 we are very happy that, together with ABC, we could lay the foundation for such growth. The relationship between Fraport Cargo Services and AirBridgeCargo is a model for partnership and a common perspective for the future.”

Fraport hosts a special reception at Frankfurt Airport every year to recognise the achievements of its best cargo performers.

AirbridgeCargo wins again at Frankfurt

(Left to right): Ivan Santoro – Deputy EMEA Operations Director; Anne Smirr, Head of Sales, Fraport Cargo Services; Ludwig Hamburger, Regional Director, EMEA; Alexandra Bieser, Regional Customer Service Manager, EMEA; Winfried Hartmann, Managing Director, Fraport Cargo Services and Simone Wolf, Key Account and Business Development Manager, EMEA

“This victory became possible thanks to the contribution and great performance of all the regions in the ABC network during this year, which in my mind was even tougher than 2009, given the severe competition. I hope that ABC’s second success in a row will set a good tradition for ABC as being

ranked the fi rst among cargo carriers,” added ABC’s Regional Director, EMEA, Ludwig Hamburger.

(ABC operates Boeing 747-400 freighter services linking Frankfurt with Russia, together with other markets in Europe and China, Hong Kong and Japan).


I T N E W SPulkovo | WFS | Cochin | SITA | February 2011

St Petersburg’s Pulkovo airport, the fourth busiest in Russia, recently announced a major improvement to passenger services with the selection of SITA’s AirportConnect Open platform, which has been designed to provide agent and self-service check-in for its 6m passengers.

This fi ve-year deal includes the installation of 100 new workstations and fi ve CUSS (Common Use Self-Service) kiosks throughout the airport, in addition to the modernisation of the existing airport infrastructure.

Michael Richter, Executive Director, Chief Operations Offi cer

of Northern Capital Gateway, Pulkovo airport’s managing company, said: “By working with SITA, the global aviation specialist, and selecting AirportConnect Open, we are able to provide both the airlines and their passengers with fast and effi cient check-in at our airport. Because this is a common-use system, we will also benefi t from reduced investment in infrastructure as passengers can use the kiosks to check in for any airline based here.”

SITA’s AirportConnect Open is a CUPPS (Common Use Passenger Processing System) compliant platform. CUPPS is the recent

Better passenger services at Pulkovostandard being adopted by the air transport industry and SITA’s AirportConnect Open is the only fully-integrated common use platform supporting CUPPS, CUTE and Web-based applications, as well as CUSS kiosk applications.

Boris Padovan, SITA’s Regional Vice-President for East and Central Europe, said: “This is an exciting time for Pulkovo airport, which in recent years has seen double digit growth.

“This investment will not only improve current passenger check-in services and introduce self-service check-in, but because AirportConnect Open is CUPPS

compliant, the airport authority is future-proofi ng its systems in line with expected long term growth.”

The new systems have received the backing and support of all the airlines that provide services in Pulkovo and the project is well underway, with kiosks already in use in both of the terminals.

Pulkovo airport serves the city of St Petersburg and operates fl ights from more than 70 domestic and international airlines. Passenger fi gures in 2009 were close to 7m while the long term forecast is for passenger fl ows to reach 17m by 2025 and 43m by 2039.

Late in 2010 Worldwide Flight Services announced the selection of CHAMP Cargosystems to supply its

Global Customs Gateway (GCG) to manage WFS’s European Union Import Control System (EU ICS) requirements.

WFS picks CHAMP for ICS for EUWFS, which handles 3.5m tonnes of cargo annually, has thus joined numerous airlines and ground handlers

that had already selected CHAMP to deliver EU ICS compliance before the January 2011 deadline.

Cochin International airport, which serves the fastest growing city on India’s west coast, has announced plans to enhance its passenger check-in procedures. In order to achieve this complex goal, the aiport recently said that it has selected SITA to provide the necessary automation of the passenger check-in process (which will include self-service check-in), as well as passenger bag reconciliation. Handling around 3m passengers annually, by this move the airport is

looking to transform itself into one of the most modern regional gateways to India.

The fi ve-year, multi-million dollar agreement will include the supply of common use self-service (CUSS) kiosks and more than 80 AirportConnect Open workstations for check-in, boarding, load control and baggage areas. The airport has also introduced SITA’s passenger bag reconciliation and message distribution solutions (specifi cally BagManager and

Five year plan for Cochin InternationalBagMessage) to ensure the right bag always gets on the right fl ight; concurrently this should increase passenger satisfaction, enhance security and cut costs for the airlines which use the airport.

Through the use of SITA’s AirportConnect CUSS kiosks and common use workstations, the airport provides advanced passenger services to the 24 airlines that fl y domestic and international routes from Cochin. CUSS kiosks enable

multiple airlines to share self-service kiosks for faster passenger check-in, while the common use platform also allows shared airline use of the workstations, thereby ensuring a more effi cient airport for both airline and passenger alike.

Furthermore, AirportConnect Open workstations and CUSS kiosks also support the use of 2D barcode technology at the airport, which facilitates fast and convenient check-in and boarding.

In January, SITA announced the successful initiation of a series of operational trials at Charles de Gaulle airport. The aim behind the initiative was to demonstrate the benefi ts of its planned AIRCOM IP GateLink service for new generation aircraft: this includes such types as the Airbus A380 and Boeing 787 as well as newer variants of the Boeing 777.

Gatelink is the airline industry standard name relating to aircraft

use of airport Wi-Fi to connect into ground networks. SITA and Hub telecom, working in collaboration with Aéroports de Paris and a major international carrier, have set up a suitable Wi-Fi infrastructure which A380 aircraft have successfully used to complete broadband wireless communication sessions during routine turnarounds.

This major milestone adds the French station to a growing list

Better communications on the rampof important airports, including Sydney and London’s Heathrow, where AIRCOM IP GateLink trials are currently underway to evaluate the technical, operational and commercial aspects of offering this service on a wider scale for all parties involved.

Once deployed at an airport, AIRCOM IP GateLink provides broadband wireless connectivity on the ground during aircraft turnarounds and layovers, thereby

allowing airlines and airports to take full advantage of the operational benefi ts of these new aircraft types. It has the advantage of automating labour-intensive and time-consuming processes to retrieve and load large volumes of aircraft systems’ data, which cannot otherwise be transmitted cost-effi ciently using traditional data link services such as the Aircraft Communication Addressing and Reporting System.


Safety audit case study

enzies became involved with ISAGO (IATA Safety Audit for Ground Operations) from the inaugural IATA Project Co-ordination Group meeting, which was held in Montreal back in October 2006.

“At this stage,” says Yogesh Parekh, Manager - Quality Assurance and Compliance, “ISAGO was at an embryonic stage and very much based on

the successful IOSA model previously implemented with its IATA member airlines. Of course, for the airline members of IATA, the IOSA programme was mandatory, unlike ISAGO which is a voluntary programme for ground service providers and/ or airlines that also provide contracted ground handling

services. There were a number of fundamental flaws in the early ISAGO model, which were thrashed out through a due process of consultation and a resolution was finally agreed that met both the requirements of IATA and the ground service providers.”

Menzies continued to work with IATA in the development of the ISAGO standards through its active participation in the various task force meetings and this involvement continues today, since Menzies is a member of the ISAGO Oversight Committee.

“There were several reasons why Menzies pursued ISAGO, one of which was linked to the key goal set by ISAGO to reduce the number of airline GSP audits and press for common and clearly defined audit standards that provide a consistent measure across the industry. Also around the time that ISAGO

was launched, Menzies had embarked on an internal programme to review and standardise its own policies and procedures through its internal SMART programme. This was a significant investment in time and resources, with challenging deadlines for completion set by the Menzies Board. The SMART programme is underpinned by the eight critical pillars of our business, which sets the standards that drive the safe and secure operating culture that is synonymous with Menzies Aviation. All in all, the process to achieve ISAGO compliance at the corporate office level took around 12 months, and a further six months for the station level. This was achieved through a small dedicated project team at each station, supported by our central Operational Standards & Compliance (OSAC) team, who focused on the corporate programme using specialist resources seconded from operations, while at the same time providing support and advice to guide our stations each step of the way towards preparing and achieving ISAGO registration. All in all, it was a real team effort.”

Advice to others“Initially we commissioned an external company to undertake a corporate audit using the ISAGO standards to help us identify any shortfalls. From the results of this GAP study we chose to work independently to make any corrections and align ourselves with the ISAGO standards in readiness for the full ISAGO corporate audit. We knew what had to be done and put a formal project plan in place and managed the process internally; we did, of course, liaise closely with IATA throughout each step of the process.

There were a number of issues that had to be addressed to standardise and align the format and style of our policies and procedures to meet the ISAGO standards, but this work was well underway as part of our internal SMART programme, which was a programme being driven by the business. ISAGO provided an opportunity for us to achieve a credible evaluation of the work completed through our SMART programme when benchmarked against the ISAGO standards: so you could say that ISAGO was the cherry on the cake!

“As with all such projects, you ask yourself whether we would we do it again and what we could do better - and more importantly, how this process has helped the business. If I’m honest, the results were driven by our SMART programme, which is an ongoing process, and ISAGO acts as a benchmark measurement tool that aligns us to industry standards, which is what we hoped to achieve.

“The real challenge is to keep pushing for better performance and investing in innovative processes which drive continual improvement.”

Advice to others“My advice to any company considering undertaking this process is to ask yourself this: will it add value and is it the right thing to do for my business?

“...as the ISAGO programme matures, more airlines will be looking for GSPs that meet their requirements...”

“Having the opportunity to spearhead the ISAGO programme for Menzies was challenging but was very satisfying when Corporate Head Office was successfully followed by regional stations at Amsterdam; San Jose; Macau and San Francisco. We look forward to extending the programme to other Menzies stations in due course.”

M

ISAGO: the way to goContinuing our series on handlers who have passed the ISAGO audit we find out about Menzies’ experiences with this initiative. Yogesh Parekh reports.

For Yogesh Parekh it has been a challenging yet satisfying initiative

Thank you to our sponsors


Conference chairman’s address

Welcome message The 4th Ground Handling International Asian ConferenceSheraton Saigon Hotel & Towers, Ho Chi Minh, Vietnam

ay I say how pleased I am to see you all here. No doubt, you too are pleased now that

airlines are again making profits - and that these are substantial figures.

But exactly what figures shall we agree on? IATA’s reforecast of their earlier reforecast is

that the global aviation industry should make a US$5.3bn profit this year. Good news for the ground handling industry - but before we get carried away, this translates into a margin of 0.9% only. The fact is that most ground handling companies would not, indeed could

not, operate on this level of margin - so where are we all heading?The momentum of the Asian aviation business has once again

picked up and is vital to the rest of the world as it staggers to find growth and shake off the last three years of recessionary trends. Asia has a very important part to play. The IATA forecast for 2011 is a profit of US$3bn with acceptable margins when compared to the industry average, thanks to the recovery of freight markets, increased pax numbers and LCC growth. Asia seems to be working - and what’s more, working together.

In August 2010 ASEAN, the Association of Southeast Asian Nations ten member states and six non-ASEAN countries, collectively approved a US$290bn plan to develop infrastructure in the Asia Pacific region, covering ASEAN, China and India. The plan includes all modes of transportation, energy, telecommunications and other infrastructure development projects, but most importantly approximately 700 airports. Much of the airport development in the Asia Pacific region is still taking place in China and India, although there are notable projects - some with private sector participation - in Vietnam, the Philippines and Indonesia. But a host of other countries are set to benefit from the resurgence in confidence that include

Afghanistan, Azerbaijan, Bangladesh, Cambodia, Laos, Iraq, Nepal, Pakistan, the Philippines, Sri Lanka, Tajikistan, Thailand and Turkmenistan. But a major significant fact is that there is a growing interest in building low cost terminals across the region and airport city developments are poised to flourish.

So, will the continued growth of LCCs and the construction of more low cost terminals change the face of passenger aviation in Asia? It may in the short term, as established LCCs and their fledgling competitors vie for market share and trail blaze new routes to the benefit of their new found passengers. Does this remind you of the situation in Europe nearly ten years ago? And what about the handlers? How do they feel about this new

breed of customer? The fact is that the handling rates in general were higher in Europe 10 years ago than they are today. The LCC effect, perhaps?

LCC growth has slowed in Europe and traditional hub airports have become less important, with second tier airports often favoured, which has led to less economy of scale for handlers, who continue to try to increase their rates, often in vain.

Is this what lies ahead for Asia?

Tim OrnellasConference Chairman/ PublisherGround Handling International

M

PRE-CONFERENCE - 21st March 2011

DAY ONE - 22nd March 2011

1500 - 1630 Registration for workshop attendees, coffee & Table-top Exhibition for GSE & IT Procurement directors in the Grand Ballroom 2 & 3, Level 3

1630 - 1715 First workshop sessions, VIP 1 & 31715 - 1745 Coffee Break & Table-top Exhibition in the Grand Ballroom 2 & 3, Level 31745 - 1830 Second wokshop sessions, VIP 1 & 31830 - 2200 Official Registration, Networking Party & Table-top Exhibition in the Grand Ballroom 2 & 3,

Level 3

0900 - 0930 Registration, coffee & Table-top Exhibition in the Grand Ballroom 2 & 3, Level 30930 - 0940 Conference Chairman’s Welcome Message

Tim Ornellas, Publisher, Ground Handling International0940 - 1005 Financial Overview

What’s happening in the market? How are handlers valued and what has happened recently on the M&A front? Jon Connor, Director - Transport Services & Infrastructure, HSBC

1005 - 1030 ASEAN - An open market for aviationAs the aviation markets of the ASEAN countries open up, what are the opportunities and challenges to airlines and ground handling companies?Karmjit Singh, former CEO/COO SATS

1030 - 1055 How can handlers expedite in-bound US cargo uner the new security rules?This presentation will aim to give handlers a better understanding of the in-bound requirements to prevent rejected shipments and hold ups.Mike Webber, President, Webber Air Cargo

1055 - 1105 Panel discusion1105 - 1145 Coffee break & Table-top Exhibition in the Grand Ballroom, Level 31145 - 1300 Cargo Panel Session

How can the movement of cargo become safer and faster? Are the recent IATA initiatives such as eawb and security changes working?Chaired by David Ambridge, General Cargo Manager, Bangkok Flight Services

1300 - 1430 Lunch & Table-top Exhibition in the Grand Ballroom, Level 31430 - 1600 Open Panel Debate

An opportunity to discuss industry issues and concerns with a panel of industry experts made up from handlers, regional airlines and LCCs. IATA has been working hard to roll out ISAGO tothe handling community and is now working on GOM (Ground Operations Manual). A full session will be devoted to bring all stakeholders up to date and to enable those stakeholders who have not yet started working on their ISAGO accreditation to be made aware of the process and benefits.

1600 - 1745 Pre-dinner cocktail networking party in the Grand Ballroom, Level 31800 sharp Coaches depart from the hotel lobby for the Delegate Dinner

0845 - 0930 Coffee & Table-top Exhibition in the Grand Ballroom, Level 30930 - 0935 Chairman’s opening remarks

Tim Ornellas, Publisher, Ground Handling International0935 - 1000 The LCCs’ view - Panel session

With the region’s low cost carriers offering in excess of 1 million seats annually and making over 70,000 flights, this sector’s requirements need to be fully understood in order that the required level of passenger and ramp handling can be delivered. A major low cost/value carrier gives an insight.Chaired by Benson Tan, Head of Ground Operations, Jetstar Asia Airways

1000 - 1025 The changing rôle of the passenger service agentThe passenger service agent is the first face seen by the passenger but the rôle of the passenger service agent is evolving. How has the agent’s rôle changed, what are the causes and, will the rôle of a passenger service agent cease to exist?Gerald W Smith, Manager - Senior Solution Designer, SITA

1025 - 1050 Airline alliances at airports - sum of partners or separate entity?Airline alliances strive for a seamless experience for their passengers, which basically means transfer connections should be offered as within one airline. For that purpose alliances urge partners to move under one roof (STAR programme) and seek co-operation. This obviously has an effect on the services requested from ground handlers and the way they are purchased. Cees de Vos, Director Airport Services, SKYTEAM

1050 - 1100 Panel discussion1100 - 1200 Coffee & Table-top Exhibition in the Grand Ballroom, Level 31200 - 1225 Safety on the ramp

How can the handling industry work together to reduce accidents on the ramp? The airline, airport and ground handlers sit together to address key issues.Martin Eran-Tasker, Technical Director, Association of Asia Pacific Airlines

1225 - 1250 IT - do you really know what you need?What ground handling processes benefit from the implementation of IT systems? How can IT systems improve the handling operations and the bottom line?

1250 - 1305 Panel discussion1305 - 1430 Lunch & Table-top Exhibition in the Grand Ballroom, Level 31430 - 1600 One-to-One meetings1600 - 1630 Farewell cocktail and close of Conference & Exhibition1630 - 1800 One-to-One meetings1830 Transfer to the Shopping Market

DAY TWO - 23rd March 2011

DAY THREE - 24th March 2011

0900 - 1230 Training Day - SLAsUnderstanding and delivering your customers’ expectations are the keys to a long and successful business arrrangement, and negotiating and agreeing the right SLA is often the key.Colin Temple, Independent Airport Services Advisor

1230 - 1330 Lunch at the Saigon Cafe, Level 11400 - 1700 Discover Saigon by cyclo


4th Asian Ground Handling International Conference: The Exhibitors

AEROVIRONMENTAeroVironment has developed a suite of technical features that are safer, smarter, easier to use and more cost-effective than traditional charging systems. PosiCharge brings to market a next-generation intelligent rapid charging battery system for ground support equipment and other electric vehicle applications. Many of these vehicles are used almost continuously in two or three shift operations and may utilise multiple batteries in order to realise throughput requirements. PosiCharge, an alternative to battery changing, significantly reduces capital costs, labour costs and non-productive space allocations, thereby effectively redefining the electric GSE industry. Companies like American Airlines, Continental Airlines, Delta, United, Menzies, Ford and Toyota have already adopted PosiCharge.

AIRMARREL AIRMARREL is a major worldwide manufacturer and exporter of ground support equipment and has sold its products to over 150 countries. Established more than 38 years ago, AIRMARREL has developed an important profile and has dedicated all of its energy to the realisation of a wide range of products. Its range includes high loaders (from 3.5 tons up to 32 tons), catering trucks, ambulifts and cleaning trucks, pallet transporters, towable and self-propelled passenger stairs. This has been thanks to the technology and the modernity of its structure and its organisation. As an ISO 9001:2000 certified company, AIRMARREL’s key attribute remains, however, a great respect for customer expectation, with a permanent Leitmotiv: ease of use, ease of maintenance and lowest TCO in the marketplace. In designing the first green high loader (based on hydrogen fuel technology) in partnership with AIRLIQUIDE, AIRMARREL aims to position itself as the future leader of tomorrow’s environmentally-friendly GSE - and is now looking at exploiting this joint venture technology elsewhere in its range.

BLISS-FOX GROUND SUPPORT EQUIPMENTBliss-Fox Ground Support Equipment is the only Australia-based designer and manufacturer of aircraft towing and pushback tractors and it builds one of the best tractors available on the market today. Recognised primarily for its range of high quality and durable tractors, Bliss-Fox also designs and manufactures other speciality vehicles and equipment for the defense and mining sectors.

Leading the airport range is the F1-500 series tractor which, at up to 70 tonnes, is capable of handling the pushback/ towing requirements of a fully-laden A380. Bliss-Fox is a specialist division of The Nepean Group, Australia’s leading, privately-owned, diversified engineering and industrial manufacturing conglomerate. Further details: www.blissfox.com

CONTRACCONTRAC, the leading manufacturer of low floor airport buses, has introduced a new, attractively-priced model called the COBUS 2500, which completes the COBUS range. With a passenger capacity of around 65, it is designed for cost-effective, quality service. Meeting all IATA and international standards, the COBUS 2500 is ideal for airside shuttle services. A road-going version makes it attractive for carpark shuttle services and there is the further option of an electric version. Along with the COBUS 3000 and COBUS 2700, this new model means now that all types of aircraft can be handled in a reliable and cost-effective way.

GOLDHOFERIn the field of airport technology, Goldhofer has defined new standards worldwide and has revolutionised the market with the design of its towbarless aircraft tractors. Today, the Goldhofer AST range of aircraft tractors consists of four basic types with some variants which cover almost all civil aircraft. The various tractors can handle aircraft weights from about 150 tonnes to well over 600 tonnes MTOW.

For the recovery of damaged or inoperable aircraft, Goldhofer has developed a recovery and transport system named ARTS. This flexible system can be individually adjusted to the prevailing recovery situation.

INFORMINFORM is a team of raised-in-industry ICT professionals who research, develop and deliver cutting-edge software solutions to improve airport and ground handling operations and who provide consulting services. INFORM’s flagship product, GroundStar, used by over 60 organisations in more than 100 airports worldwide, is recognised for its unsurpassed optimisation capabilities, comprehensiveness and flexibility at the strategic, tactical and operational levels. GroundStar provides tools for the improvement of processes, the planning and real-time deployment of mobile and immobile resources, the monitoring of the entire

turnaround and the production of business intelligence to guarantee maximum adherence to flight schedules at minimum cost.

JBT AEROTECH JBT AeroTech is a leading global supplier of customised solutions and services for high value applications in air transportation. We design, manufacture and service technologically sophisticated ground support equipment for the airline industry that offer the lowest total cost of ownership (TCO). The product offerings of JBT AeroTech ground support equipment include the Commander main deck and lower deck loaders, Tempest de-icers, Expediter towbarless tractors, conventional tractors, mobile passenger steps, transporters and the RampSnake bulk loaders, which are supported by a global network of aftermarket service and spare parts centres. JBT AeroTech is committed to providing environmentally-friendly products that conform to green initiatives.

MALLAGHANMallaghan is one of the leading manufacturers and suppliers of GSE in Europe and from its factory it exports to many markets such as the UK, Europe, the Middle East and the Far East. Its manufactured products include passenger steps, PRM Medilifts, toilet and water trucks as well as catering trucks. The current year for Mallaghan has seen constant growth and the company is delighted to have agreed many repeat orders from current customers as well as found fresh customers in new countries.

SITA WORKBRIDGESITA WorkBridge offers the next generation in resource management solutions designed to optimise all airport and ground handling operations and bridge the gap between planning and operations. Its solutions deliver optimised planning, rostering, staff management, resource allocation, real-time situational awareness and mobile device enabled service registration capabilities. SITA WorkBridge enables more efficient planning and allocation of resources, so you can do more with less. It brings improved operational efficiency and communications to reduce administration overheads. Further, it provides reliable and operational information to improve service levels,


4th Asian Ground Handling International Conference: The Exhibitors

with accurate billing and the ability to track costs. SITA WorkBridge software solutions will support all airport and ground handling operations, ranging from ramp to passenger services, and extending to security, cleaning, catering, cargo, fuelling and PRM provision.

TANSONNHAT INTERNATIONAL AIRPORT GROUND SERVICES TIAGS was established in 1993, and was one of the first ground handling services company in South-east Asia (and amongst the first 12 companies in the world) to apply for ISAGO (IATA Safety Audit for Ground Operations) certification. TIAGS is committed to providing customer airlines with ground services of the highest quality through continual improvement in Safety and Quality management systems as well as through a pro-active attitude, which is shared by over 1,500 professionals. We currently deliver services to over 24 carriers, including Vietnam Airlines, Singapore Airlines, Cathay Pacific Airways, Thai Airways, Malaysia Airlines and Eva Airways.

TLDThe TLD Group is a leading industrial company specialising in commercial and military airport ground support equipment. Through its extensive worldwide sales and service network of 25 offices, TLD distributes and supports efficiently its 15 lines of equipment, designed and manufactured in its six different factories (two in Asia, in North America and in Europe). The quality, simplicity and low cost of operation of TLD equipment, including loaders, towbarless tractors, jet starters, transporters and air conditioning units, have forged the TLD reputation. Energetic efficiency and the latest engine emission standards are key directions of its product development. A strong customer support commitment, allied with innovative engineering and competitive pricing, has allowed TLD to become a clear leader in the GSE market.

TOPSYSTEMWith its IT suite Ground Handling System (GHS), topsystem’s aviation department offers an extensive modular software solution for planning and controlling handling-related processes, from contract drafting, flight scheduling and service recording up to the invoicing. Being completely Web-based, the software is installed on a central server and can be accessed from any

station company-wide with a simple browser. It allows the use of identical data wherever possible and individual adaptations wherever necessary. Cutting-edge technology and extensive solutions specially developed for the comprehensive handling business significantly help to optimise work processes - and thus help to minimise effort and to maximise revenue.

TRANSTEC OVERSEAS This Gujarat, India-based company specialises in the manufacture of GSE and cargo equipment to IATA standards. Its portfolio includes towable and self-propelled steps; beltloaders and baggage belt conveyors; water and toilet carts; scissor lifts; pallet dollies; containers and conveyor systems. It can also install complete ETV and ASRS systems. Transtec’s customer base is varied and it has sold units to GlobeGround India, Celebi, Menzies-Bobba, Air India, Cambata and Bird-Worldwide, amongst others. A skilled team ensures that it can offer a comprehensive service to its clients: training, after-sales, GSE commissioning, repair work and modifications are all part of its package to the end user.

TREPELTREPEL Airport Equipment meets the GSE requirements of today’s modern airports, with a complete product range of ground support equipment. It offers cargo loaders from a 3.5 tonne capacity up to the new 35 tonne MDL as well as transporters and an electric tow tractor. Two brand new products have recently been added: the CHALLENGER 700, a conventional aircraft tractor capable of handling a fully-loaded A380 and the CHAMP 70We, an electric-powered 7 tonne pallet/ container loader with the innovative battery quick-change system, the PLUG-I-O. Furthermore, in 2010 TREPEL launched a smaller, conventional aircraft tractor version with a 16 tonne deadweight, the CHALLENGER 160; and a medium sized tractor with a 43 tonne deadweight, the CHALLENGER 430. The same outstanding features of the CHALLENGER 700 are incorporated in these two models.

VESTERGAARD COMPANYVestergaard Company has 40 years of experience in manufacturing premium quality GSE equipment that fit the needs of the smallest

commuter as well as the largest commercial aircraft. Today, the company’s focus is on de-icing, toilet and water servicing units as well as aircraft washer units. The de-icing product ranges from the small Elephant Sigma all the way to the highly flexible Elephant Beta-15. The toilet and water servicing units range from small towable units and electric vehicles to highly specialised units, designed and built on commercial chassis. Vestergaard Company efficiently supplies spare parts, technical support and advice for all its products from offices in Denmark and the US. In addition, technical assistance and comprehensive inspections are available worldwide.

X OPS SODEXIX OPS (operations on screen) is a solution for real time control of mobile equipment in the warehouse and on the ramp. It enables visual control, planning and project simulation of all airport vehicles. It has already been operating successfully at Paris CDG airport for some four years. Veolia Airport Services, Air France, WFS, Sodexi, Keolis and Flybus already rely on X OPS. The system monitors all linked operations such as cleaning, fuelling, passenger transfers and baggage and distribution of cargo pallets to and from aircraft. X OPS combines geolocation, teletransmission and video as well as all the available techniques for data seizure such as PDA, RFID and barcodes. The system can function alongside other systems such as GPS and wireless communication.

ZEBRAZebra Enterprise Solutions (ZES) is a leading supplier of state-of-the-art technology, providing hardware and software to locate, track, manage and optimise high-value assets, equipment and people. The real-time asset management solution improves both visibility and velocity of GSE to gain measurable business improvements. ZES Fleet Management System optimises the GSE fleet at any airport operation, monitors the location, displays the operational status, supports the maintenance planning and is the basis for the fuelling strategy of the GSE units. ZES utilises products that are based on ISO/ IEC 24730-2, Cisco CCX Wi-Fi, precision GPS and UWB technologies, offering a wide range of advanced solutions that are “application matched”, enabling every customer to put the right asset in the right place at the right time.

GH02


Safety and training

If You Knew ...You could reduce your fleet by 25% and still grow your business.You could bill more accurately and increase revenue.You could reduce your maintenance bill by up to 40%.

Visit ZES GmbH, Zebra Enterprise Solutions at booth 14 at the 4th Asian Ground Handling International Conference in Ho Chi Minh City, Vietnam, 21 – 24 March 2011, or go to www.zebra.com/zes

Zebra Enterprise Solutions, ZES GmbH, is the leading supplier of state-of-the-art technology, providing hardware and software to locate, track, manage, and optimize high-value assets, equipment and people. The real-time asset management solution improves visibility and velocity of GSE equipment to gain measurable business improvements.

ZES Fleet Management System optimises the GSE fleet at any airport operation, monitors the location, displays the operational status, supports the maintenance planning and is the basis for the fuelling strategy of the GSE units.

ast year (see Ground Handling International, October 2010) we profiled the work of Global Visual Solutions. Readers may recall that Mark Coogan had decided to change the way safety was presented to the workforce and to that end he began to utilise the medium of specially-shot film. By all accounts the idea has been well-received by the sector.

Thus it will come as no surprise to learn that other bodies have started to look at the use of film and DVD as a training aid.

From the Bowman Studio comes the Aviation Ground Safety Training Toolkit, which was produced in Australia. This is billed as an advisory type of film and the DVD splits up into several different segments, which themselves divide up further. Thus there are headings for refuelling, airside driving, manual handling, freighters, ESH and PPE and so on, each one further sub-dividing

into mini-episodes. These episodes vary in length: some are simply two or three minutes’ duration but others run for much longer, depending upon the subject matter.

There is a very useful section on what to do in the event of a fluid spill on the ramp; and other enlightening sections look at emergency procedures and how to adapt to an airport shut-down. There is also information on dealing with airport construction works and an explanation of the Circle of Safety procedure.

Because the film divides up into bite-sized chunks, it lends itself to viewing between shifts and during quieter periods of the day.

The DVD is A$250 per copy and can be obtained by e-mail: [email protected] Alternatively, this information is also available on the AAGSC website: www.aagsc.org/resources/interactive toolkit

A UK solutionOver 2007-2008 there were more than 1,600 airside accidents logged in the UK, according to

Health and Safety Executive figures. With that in mind, a new training DVD has been released to help cut the number of injuries among baggage handlers and other airside workers.

Launched at the RAF Hendon Museum by the Institution of Occupational Safety and Health (IOSH), the Airport Airside Safety Induction DVD is being offered to airport operators, airlines, baggage handling agents and other airline service providers nationwide. IOSH’s Aviation and Aerospace Group commissioned the film to help workers, in particular new or temporary staff, become more aware about potential hazards when working airside.

The DVD has drawn praise from the HSE and Civil Aviation Authority. To compile the visual recording, IOSH teamed up with East Midlands airport-based operator bmi. The recording includes advice on safety passes, aircraft and hazards to look out for when refuelling.

Bmi’s Health, Safety and Environmental Manager, Keith Merrie, an IOSH member, said that his company welcomed the DVD.

“As one of the UK’s leading airlines, we endeavour to ensure all staff are fully aware of the hazards of working at airside. IOSH’s airside safety DVD will be used as part of our rigorous health and safety training strategy, with the aim of making staff more risk savvy and thus reducing the likelihood of accidents at airside.”

The DVD is available free of charge directly from IOSH’s Aviation and Aerospace Group.

To request a copy (for those who work in the industry), simply e-mail: [email protected]

Visual appealSafety techniques come in all formats: here we look at the DVD.

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WWW.AIRPORTINFRAEXPO.COM.BRORGANIZATION INSTITUTIONAL SUPPORT


P E O P L EAppointments and promotions | February 2011

Oliver Mathwich, at Air Astana, has been promoted from Director Ground Services to Vice President Service Delivery. He will take charge of ground services, catering and cabin crew, whilst retaining responsibility for ground services contracts, procurement and operations.

British Airways has named Nick Swift CFO, with effect from March 2011. He will replace Keith Williams.

The CEO of Sydney airport, Russell Balding, has advised the Board of Sydney airport that he will leave in early 2011 at the conclusion of his employment contract.

Qantas announced in December the appointment of Paul Yankson to the rôle of Regional General Manager UK and Ireland.

Pierre Muracciole has been appointed as Deputy CEO and Chief Financial Offi cer at

Servair. Separately, Antoine Recher becomes Executive Vice President, Human Resources and Social Policy.

Athina Kapeni recently joined Celebi Aviation Holding as a Global Sales and Marketing Director.

Christian Herzog has replaced Patrick Roux as

Senior Vice President Marketing for the Air France-KLM group.

BBA Aviation has confi rmed the appointment of Mary Miller as VP, Industry and Government Affairs for BBA Aviation’s US operations.

Budget carrier easyJet has appointed Warwick Brady Director of Operations, replacing Cor Vrieswijk, who recently resigned. Brady was formerly the LCC’s Procurement Director. Separately, easyJet recently appointed Trevor Didcock as CIO.

Andreas Keller, VP Product & Development Aviation Security at Swissport’s headquarters, has assumed responsibility for all aviation security activities (including business development) for the entire EMEAA region.

Etihad Airways, the national airline of the United Arab Emirates, has

announced the appointment of Shaeb Ahmed Alneaimi as its fi rst Airport Manager at Incheon International airport.

Tony Smith has joined Sharjah Aviation Services as General Manager.

Nguyen Quang Son has been appointed as the new Director of TIAGS.

At Cathay Pacifi c Tony Tyler is to be succeeded by the airline’s Chief Operating Offi cer, John Slosar.

With immediate effect, Bram Gräber has been appointed Managing Director of transavia.com, which is part of the KLM Group.

At Virgin Atlantic Cargo, Nick Jones has rejoined the airline as Regional Vice President EMEA after spending three years with Emirates in Dubai. Dominic Jones, newly-appointed Regional Vice President, Asia Pacifi c was formerly Vice President, EMEA for Virgin Atlantic Cargo.

Clive Sauve-Hopkins is the New Operations Director for Swissport UK; prior to the appointment he was General Manager of Swissport UK’s ground handling and passenger services operation at Stansted.

Bruno Gehrig has been elected Chairman of the Board of Directors of Swiss International Air Lines, upon the recommendation of the Swiss Air Transport Foundation. He succeeds Rolf Jetzer, who died in September 2010. Athina Kapeni

Andreas Keller


RFID update

FID is an application that has only quite recently come to the attention of the ground handler. Actually, that’s a slightly misleading statement: RFID has been promoted to the aviation sector for a good decade now, but in this particular environment, timing is all. And the aforesaid timing hasn’t always been right.

Having admitted all that, it’s encouraging to note, however, that several handling companies have looked more closely at the concept and what RFID brings to the table. The oft-cited benefits in terms of fleet management is an umbrella term: this splits up into a myriad gains, notable amongst which are those of GSE tracking and usage, as well as that of monitoring vehicle status. There are plenty of

add-ons and, leaving cost aside, few would deny the positive side of any RFID application.

Parisian success storyFor the purposes of this feature we go to Paris where Manustra, one of France’s leading airport handling equipment supply and management providers, has reported a 25-30% reduction in fleet requirements for its customer bases. This has been achieved through the use of Masternaut’s Assist airport solution system.

This system enables Manustra to monitor and control the logistics and maintenance status of its GSE. It’s not confined to self-propelled equipment either, for it encompasses tractors, stairs, de-icers, cherry pickers, conveyers, GPUs and buses.

At the time of writing, of its 1,500 or so equipment items, some 200 have so far been fitted with the Masternaut system and within

a single calendar year, Manustra has seen significant optimisation and efficiency gains for its customers, the biggest of which are Air France and H Reinier.

Christophe Guir is President and CEO of Manustra and he takes up the story.

“Using a tailored tracking and management package, the Masternaut system gives us the ability to make more efficient use of a smaller number of assets. By keeping every piece of equipment under control we can more accurately determine when, where and for how long each unit is deployed. Effectively, this means we can pool the equipment and customers can draw from a smaller but more efficiently managed resource.”

The scale of operation at Charles De Gaulle airport is as vast as it is complex: in terms of aircraft and cargo handling movements, for example, some 525,000 were recorded in 2009, making it Europe’s busiest; and in terms of passenger throughput, it is the second busiest station, with nearly 58m travellers passing through each year.

Full service strategy Manustra has been evolving from being a basic equipment rental and maintenance provider to a complete resource and fleet management control solution. In this way, Christophe Guir aims to provide a comprehensive service which matches equipment functions to customer needs, while at the same time improving efficiency. To that end, Masternaut Assist is making a significant contribution.

“For example,” he continues, “an air start is a very high value asset and therefore should be deployed as frequently as possible to maximise return on investment. Now, using Masternaut Assist, we can focus more accurately on timeframes and equipment location, which enables ground handlers to deploy these units with better control and to a greater number of aircraft.”

Integral to the Masternaut formula in this context is Masternaut’s sister company, Hub Telecom, which is also headquartered in Charles De Gaulle and which has long been an established leader in the areas of business telecommunications and goods traceability. Hub Telecom has provided Manustra with biometric access cards to all airport areas as well as the use of airport mapping, which gives Manustra the crucial real time data required to trace all aircraft movements. Christophe explains further.

“Some of our 40 or so customers require allocation resource, meaning they want to pinpoint the location of their equipment at all times. The Masternaut system tracks each item of GSE and optimises the equipment to be deployed. Once we know where the plane will land, we can automatically allocate the equipment to go to the correct gate.

“These decisions are usually taken ten minutes prior to landing and, owing to the complexity of the logistics involved, delays can often occur. For example, passengers are often delayed while waiting for stairs to be delivered. Masternaut Assist will effectively make this a thing of the past.”

It’s not hard to comprehend the solution: by knowing the strategic location of GSE, that which is nearest the point of need can be mustered and quickly dispatched. Through the

(From left to right): Martin Port, MD of Masternaut Three X; Frederic Dupeyron, Director General Hub Telecom; and Christophe Guir, President Manustra.

Gallic groups gain from RFIDOperation tracking and monitoring: the gains are real enough, if these Parisian examples are anything to go by.

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RFID update

shortest travelling distance GSE wear and tear is reduced, fuel consumption is lowered and the best possible use is made of the time available.

Masternaut Assist employs a geo-fencing facility that defines specific areas in which the equipment should operate. When these perimeters are crossed, an automatic alert sends a report to the management system. This enables the customer to analyse all GSE movements and to rectify any inefficiencies on an ongoing basis.

A further efficiency improvement is provided by the system’s ability to monitor and record all idling time. This tells the customer when the equipment is actually being deployed and means that he can optimise his productivity and efficiency.

Millions of meals - to goServair, which is also based in Charles De Gaulle, is owned by Air France and prepares and delivers an average of 32,000 meal trays each day: that equates to over 11m per annum.

With a 70% share of all catering provision at CDG, Servair uses 275 company-owned trucks, all of which are tracked and monitored to inform both Servair and Air France of the exact moment when each delivery takes place. Upon conclusion of the catering operation, Air France handlers are advised and passengers are allowed to board.

Precise monitoring of each aircraft’s catering consignment (and there could be up to four different menus for one aircraft) from despatch to completion of delivery enables Servair to maximise its own efficiency and to provide instant information to Air France personnel, thereby keeping passenger delays to a minimum. Here too, Christophe is able to comment on the operational benefits of the Masternaut system.

“An additional part of the system is Mastercold. Mastercold was developed to monitor real time temperature control. In order to monitor the fill levels and charge intervals of each vehicle’s battery and to ensure that each is given only the minimum amount of re-charge, a specific monitoring system has been developed. This greatly increases the lifespan of the battery and reduces electrical consumption. Air France uses over 2,000 batteries and so the potential savings are significant.”

Masternaut Assist, while optimising operational and commercial efficiencies, also plays a key rôle in safety improvement. Christophe continues: “Above all, safety is our number one priority. Masternaut has enabled Air France and H Reinier to reduce its small incident rate – whereby relatively minor accidents occur through collisions – by 20%. Fewer incidents mean improved safety, less equipment downtime and reduced costs. Also, the Masternaut Engine Management Unit has been of great use here in helping to monitor and correct individual driver behaviour.”

Manustra currently handles assets valued at over ¤46m and employs over 100 people, which gives an indication of the extent of the operation.

He concludes: “Our objective is to combine the best quality equipment and support service with the highest standards of management control. Only this way can we ensure continuous improvement for our customers. I’m certain that Masternaut and Hub Telecom will continue to play a key rôle in achieving this.”

Getriebebau NORD22941 Bargteheide, Rudolf-Diesel-Str. 1Fon: +49 (0) 45 32 / 4 01-0Fax: +49 (0) 45 32 / 4 01-2 53 [email protected]

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We strive for perfection* with our drive solutions. Engi-neering excellence from our own Technology Centers, working with international research partners and forums provides new developments and continuous improvement of our products and system solutions.You can find out more about NORD DRIVESYSTEMS at www.nord.com.

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Intelligent Drivesystems, Worldwide Services


Industry interview

ugby and ground handling have a lot in common. At least, that’s the opinion of Rob Williams, who heads up the London-based handling company. It’s an analogy that has much to commend it, actually, for both activities rely on good leadership, discipline, team effort and, occasionally, sacrifice. As an ex-rugby player (and a

successful one at that, for in his formative years Rob used to tour the world with the Felbridge Rugby Club), Rob makes the comparison almost on a daily basis.

Rob’s background to the aviation sector is not, perhaps, as typical as most. “I started off as a hod carrier in the building trade, actually,” he says. “My father said one day that I really ought to get a proper job but I asked why. He replied that you don’t see any old builders… A while later I remember arriving for work on a freezing cold day to move some scaffolding poles only to find that they were frozen into the ground. That

changed my mind about building as a potential career.

“Two choices then cropped up: banking or shipping. I opted for the latter but initially I did little more than make the tea for a few months! It was very old school, I recall – the sort of place where brown shoes were frowned upon. In retrospect, though, it was a great learning curve for me.”

Rob subsequently left Newhaven for Gatwick to work for Pandair, which was part of P&O. That opened the door to aviation for he later took up the post of Traffic Officer at Northwest Airlines. “I looked after freight and reservations before moving on to a sales rôle at Korean Air.

“After that, I was appointed Manager at Plane Handling: that was 1989.”

At the time Plane Handling was a compact little entity mustering just a dozen people, working amid some big players in the handling fraternity at Heathrow. An idea of the scale of the operation (and how things have progressed since) can be gleaned from the fact that Plane Handling looked after Virgin at the time and was processing 20 tons of cargo, or six to eight

pallets a day for the carrier: that figure (for Virgin has remained a loyal client) now stands at 330 pallets a day.

“Looking back, we were unique because we were the first ever off-airport handler. It was exclusively cargo then, but within ten years we were able to obtain a ramp licence at Heathrow. Our first customers were Virgin and Cathay and I’m proud to say that we’ve handled them ever since.

“But you can’t sit on your laurels in this kind of business: it’s constantly changing. What’s helped us stay afloat? I like to think it’s been the “can do” attitude that we’ve fostered. I know that other handlers say the same, but we set great store by dedicated teams. With Virgin, for instance, the staff feel that they are as much a Virgin employee as they are Plane employee and I have absolutely no problem with that at all. With our ramp teams, for the majority of their time they are focussed on a specific carrier. That way, we can give a more targeted service and we understand the carrier’s requirements better, so everyone wins.”

As related, Virgin is a significant customer for Plane Handling, accounting for 20 or so flights a day. Aside from Virgin, Rob’s enterprise looks after the needs of Qantas, Singapore Airlines, Air India, JAL, Emirates and Etihad - and it’s still the only handler at Heathrow with accrued experience in handling the A380. Reading the carrier list, you might be tempted to assert that Plane Handling specialises a bit – and is choosy into the bargain. In that assumption you’d be right.

“We do concentrate on wide body aircraft, it’s true,” affirms Rob. “We look out for the high end carriers and where they utilise similar aircraft types, this of course helps us standardise our GSE fleet and assists our ramp teams in the turnaround.” Currently Plane offers ramp and/ or passenger services to some 17 airlines and looks after the cargo requirements for 40 plus airlines. However, in terms of growth, things are quiet at present.

“The number of contracts has been pretty static for the last 12 months or so, although we did sign up PIA and Iran Air in 2010. The reason has been one of consolidation: after Dnata’s purchase in late 2009, we’ve had a lot on our hands. There has been the integration of 850 employees from Aviance, for one thing: we only took on T3 and T4 staff, but it was a sizeable number. Until this point we were a ramp only cargo operator. Taking over the Aviance business actually opened up the passenger services side of the equation for us.”

When it comes to passenger processing, Plane Handling is now one of the biggest players at London’s main airport: no small feat for a company that started out with a dozen staff. So, with all this activity, integration and consolidation, how does Rob sleep at night? He smiles at the question. “I have a fantastic team,” he replies simply. “This has been the key to the whole changeover process. The integration of the Plane Handling and Aviance businesses has resulted in us merging together two strong workforces: we’ve given them the tools to do the job and they’ve got on with it. There have been no union problems or issues either, and that has helped enormously. In fact, the unions have been very reasonable and understanding and they can see the bigger

The team playerPlane Handling’s boss explains the rationale behind the company – and how the enterprise has coped with the transformation from minor to major.

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Industry interview

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picture. We’re in a stage of consolidation; we have worked closely with the Trade Unions; there’s the Olympics around the corner and so it’s important that there are no distractions. We have agreed a three year pay deal which takes us well beyond the games and allows us to focus on the key business issues – our customers and their needs.”

And what of that Dnata purchase? How has that affected the operation?

“A year on from the Dnata purchase, things are going well although aviation has had its ups and downs in that time. We survived the volcanic ash problems, for instance. On day one, it was interesting to see an airport so quiet, but after day five… mind you, hearing birds singing on the ramp was a first.

“I’m delighted that Dnata picked us. They saw that Plane Handling had made a name for itself at Heathrow and that our reputation was already established. Dnata has an interest in many different sectors and the organisation has an honest goal: it wants to be the best. They are great to work with and they’re extremely supportive, but it’s mostly behind the scenes. We’re in touch two or three times a week when needed and because of their operations elsewhere in the world, there has even been some crossover in terms of job opportunities. Ultimately, Dnata wanted a safe pair of hands – they wanted to make sure that we got the ball and didn’t drop it.

“Was the transformation difficult? Not really. We have a great leadership team, so every

division of the company is involved. We have a clear plan and the way ahead has already been established. Of course, I don’t know everyone in the company but I do make a point of getting around the offices and the ramp. We’ve a very open attitude; training is readily available, and we have all the opportunities available, from improving your driving skills to an MBA!” He adds that the job on the ramp can be a dangerous one and so it’s essential that the staff have the right equipment and related training.

As if to underline the quality of the business, Rob mentions that one of his tasks is that of long service awards for staff. There are ten, 15 and 25 year awards and he says that currently more and more staff are present at the celebration buffets. It’s an unequivocal sign of the staff’s loyalty – and contentment with the company.

In line with the changes has been an ongoing investment plan in equipment. Plane Handling has on order 22 three pallet transporters, five hi-lifts, three pushback tugs and additional de-icing rigs. It is also involved in a comprehensive refurbishment programme, although this has nothing to do with the economic climate, Rob stresses. “It was planned some time back,” he explains, “and part of this will see an additional five hi-lifts renovated ahead of this summer season.”

Mention of de-icing begs the question about Heathrow’s experiences during the recent spell of bad weather.

“It was a challenge for us,” admits Rob. “I

mean, how could Heathrow close? There was a runway open but the problem was the stands, which weren’t cleared. We had icicles hanging off a customer aircraft, I recall. And yes, it cost us a huge amount of money, those two and a half days of inactivity. The authorities knew the snow was coming and it wasn’t a situation where it was snowing continuously for a long period of time, either. Seeing the Salvation Army outside T3 serving tea and coffee to passengers is a sight I guess the authorities would rather forget.”

Rob admits he is concerned about the details of his organisation and is keen that it functions smoothly. “After we absorbed the Aviance staff into Plane Handling I remember walking into an operations office only to find that they had no kettle for a hot drink. We soon fixed that! Our employees need decent facilities, which should be adequately equipped: it’s fundamental to the whole business – respect for your colleagues is important.

“Overall, I’m really proud of what we’ve achieved in the last 12 months.”

If there’s a success secret that Rob is willing to divulge, then it’s a basic one. “You have to treat your customers as individual customers – recognising they are different. We do drop the ball from time to time, I admit that, but what’s important is how we recover it. Our team approach is our strength, and our reliance on each other is well understood: I want each member of our team to play to the best of their ability and to enjoy their time in the Plane Handling family.”


GHI Conference 2010

Barry D Nassberg, WORLDWIDE FLIGHT SERVICES (WFS); Stephen Sackur, BBC

he 12th annual GHI conference was a huge success and not even the snow storms that swept across Europe on the final day could dampen the spirits of the delegates.

Over 470 from 63 countries attended - a 20% increase on the 2009 attendance, and this included a significant number of international airlines who attended to take advantage of the one-to-one meetings organised for them on the final day. With the conference theme

firmly focused on running the business, delegates were able to hear key industry specialists analyse the ground handling business arena and offer insights as to what may lie ahead as the airline industry emerges from recession. The CEOs’ debate on day one, moderated by Stephen Sackur of the BBC, gave delegates the chance to question some of the industry’s senior executives from airlines and handlers, who understandably did not agree on all points discussed. However, one topic that they all agreed on was

that the industry must improve ramp safety, and ideas were put to the panel to try to reduce the huge financial and human cost of ramp related accidents and incidents. What is hindering accurate analysis of this problem is the lack of data. In fact Dr Chris Smith in his presentation on the first day, referred to the ground handling business “as a data desert.” In an attempt to resolve this major problem Ground Handling International and Dr Smith are joining forces to survey the industry and to compile accurate statistical information that can be shared and used to identify common problem areas when it comes to ramp safety matters, and to provide valuable benchmarking information the industry currently lacks. This survey will be issued in the coming weeks so please find some time to participate in this important research.

The photographs below show many of those delegates who attended; sadly a lack of space has prevented us from including all the photographs taken during the four day period. However, a complete file of photographs can be found at www.groundhandling.com under the GHI Conference tab.

Vienna conference biggest so far

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Scott Barber & Andy Cookson, AIRCRAFT MAINTENANCE SUPPORT SERVICES (AMSS); Peter O’Boyle, AVIANCE ALLIANCE; Dick Bennett, AIRCRAFT MAINTENANCE SUPPORT SERVICES (AMSS); Peter Rowe, AER LINGUS; Phil Bowell, BAHRAIN AIRPORT SERVICES

Ian Mortemore, NASSAU FLIGHT SERVICES; Vanetta Rodgers, AIRPORT SERVICES (ANTIGUA); Alison Wilson; Patrick Rollins, NASSAU FLIGHT SERVICES

Angel Arrue, FLIGHTCARE GROUND SERVICES; Sergio Iniesta, GLOBALIA HANDLING / GROUNDFORCE; Ana Martinez-Atienza; Alejandro Gutierrez, ACCIONA AIRPORT SERVICES; Christian Hofmann, XL AIRWAYS GERMANY; Inmaculada Martinez & Thomas Peake, GLOBALIA HANDLING / GROUNDFORCE

Ang Cheng Nam, Ong Tze Haung & Lek Hi Huak, CHANGI AIRPORT GROUP (SINGAPORE)

Aly Savadogo, RACGAE-BURKINA HANDLING SERVICE; Melih Behar, DATA FORM; Victor Bado, RACGAE-BURKINA HANDLING SERVICE

Jukka Backlund, ISS AVIATION; Janis Balkens, NORTH HUB SERVICES; Jyri Ketola, ISS AVIATION

Suravudhi Kosoltrakul, Mrs Chanida, Piti Ramasoot, Nakkamonphan (ART) Shongporn & Mrs Kosoltrakul, THAI AIRWAYS INTERNATIONAL

Jeannette Meyer; Amany Amer, LINK AERO TRADING AGENCY; Zach Tidy & Simon Kensall, TUI TRAVEL

Maria Rosaria Pisano, SEA HANDLING; Jacques Natchia, X OPS SODEXI; Alondra Lazo Onell, LANCHILE- LINEA AEREA NACIONAL CHILE

Ali Al-Shammary, SAUDI ARABIAN AIRLINES; Klaus Pfeiffer, TREPEL AIRPORT EQUIPMENT; Syed Riaz Ali, SHAHEEN AIRPORT SERVICES (SAPS); Ibraheem Alsabt, SAUDI ARABIAN AIRLINES

Martin Meyer, IAHA; Jeannette Meyer; Michael J Hancock, SOUTHCORP AVIATION HOLDINGS GROUP; Rene Schmalen, DELVAG LUFTFAHRTVERSICHERUNGS; Wolfgang Schmalen, LUFTHANSA GERMAN AIRLINES

Sadek Ebrahim & Phil Bowell, BAHRAIN AIRPORT SERVICES; Ronan Mallaghan, MALLAGHAN; Luc Deruyver, SKYWAY AVIATION HANDLING COMPANY

Kartal Ozcakir & Fatma Kasap Yildirim, TGS TURKISH GROUND SERVICES; Haktan Sarigenc & Kursad Kocak, HAVAS GROUND HANDLING CORPORATION

See Seng Wan, CHANGI INTERNATIONAL AIRPORT SERVICES; S T Tan, BEIJING AVIATION GROUND SERVICES; Jann Eu, CHANGI INTERNATIONAL AIRPORT SERVICES

Innocent Mavhunga, NATIONAL HANDLING SERVICES; Caleb Mudyawabikwa, AVIATION GROUND SERVICES; Henry Lasoi, TRADEWINDS AVIATION SERVICES

David Kennedy, QUANTUM AVIATION SOLUTIONS; unknown; Don Hunter, OMAN AIR; Hans Van Schaik, SACO AIRPORT EQUIPMENT; Graham Keddie, ABU DHABI AIRPORT SERVICES; Christoph Papke, S-P-S GERMANY


GHI Conference 2010

Laszlo Jakab, CELEBI GROUND HANDLING HUNGARY; Murat Nursel, CELEBI GROUND HANDLING; Osman Yilmaz, CELEBI GROUND HANDLING HUNGARY; Tunc Mustecaplioglu, CELEBI GROUND HANDLING; Rene Schmalen, DELVAG LUFTFAHRTVERSICHERUNGS; Talha Goksel, CELEBI GROUND HANDLING; Balint Kenderes, CELEBI GROUND HANDLING HUNGARY

Christian Hofmann, XL AIRWAYS GERMANY; Daniel Burkard, MOSCOW INTERNATIONAL AIRPORT DOMODEDOVO; Michael Richter, NORTHERN CAPITAL GATEWAY; Claudius Kuhnert, FRAPORT; Andrey Pislyakov, NORTHERN CAPITAL GATEWAY; Ekkehard Franke, FRAPORT

Fatma Sancakli & Serdar Demir, TURKISH AIRLINES CARGO

Thomas Suritsch, AUSTRIAN AIRLINES; Joseph Suidan, IATA

Mr & Mrs Talal Barka, AFRIQIYAH AIRWAYS

Tony Goh, SATS; Per Utnegaard, SWISSPORT INTERNATIONAL; Stephan Beerli, MARKETING DYNAMICS; Georg Langenberg, AMADEUS SAS

Glenn A Rutkowski, Kim Witton & John P Vittas, WORLDWIDE FLIGHT SERVICES (WFS); Wendy Vittas

Vladimir Kirillin, MOSCOW AIRLINES; Gints Garins & Helena Rudusa, RIGA INTERNATIONAL AIRPORT; Anna Nayda, ROSSIYA AIRLINES

Clement Woon, Joyce Ong & Alan Tay, SATS Jie Ji, AIR CHINA; Jacques Natchia

& Jean-Francois Bouilhaguet, X OPS SODEXI; Chen Zhao, AIR CHINA; Zhang Hong Kong, BEIJING AVIATION GROUND SERVICES

Erich Battagin, Marcello Calabrese & Alessandro Pastorelli, ATA HANDLING SPA; Hans Radier, KLM SYSTEMS SERVICES

Stephanie Blevins, JET2.COM; Andy Redmond, AIRBASE FLIGHT SUPPORT; Andy Stuart, JET2.COM; Andy Cruise, AIRBASE FLIGHT SUPPORT

Ion Stoica, Cristina Modirjac & Eugen Dumitrache, GLOBEGROUND ROMANIA

Richard Montague, Keith Polkey & Malcolm Skene, BAA HEATHROW AIRPORT

Jackie Keene, Marsha Ragusa & Helen Armitage, BRITISH AIRWAYS

Charles Ghanem, GATE; Sanguan Haisoke & Treephis Rodbundith, THAI AIRWAYS INTERNATIONAL CARGO

Antoine Maguin, TLD GROUP; Taiwo Olayinka Afolabi, SKYWAY AVIATION HANDLING COMPANY

Luc Meurrens, Samim Aydin, CELEBI AVIATION HOLDING; John Willis

Annmarie Horne, MENZIES AVIATION; Karen Cox, EASYJET AIRLINE

Raymond Dekkers, MARTINAIR HOLLAND; Michael Van Moorst, AIR FRANCE-KLM

Concha Vera, SPANAIR; Jordi Campderros, NEWCO AIRPORT SERVICES

Suleiman Yahyah & Senator Ike Nwachukwu, NIGERIAN AVIATION HANDLING COMPANY (NAHCO)


GHI Conference 2010

Victor Picoto, Carlos Sequeira, Antonio Torres Pereira, Francisco Braganca & Tania Meda, PORTWAY – HANDLING DE PORTUGAL; Charlie Anhut & Bob Hanson, EVERGREEN AVIATION GROUND LOGISTICS; Denise Brewer & Dominique El Bez, SITA

Alexey Kovalev & Alexander Polygalov, JSC DOMODEDOVO AIRPORT HANDLING; Andrey Tupitsyn, AIRPORT MANAGEMENT COMPANY

Albert Schrichte, DELTA AIR LINES; Isabelle Devatine-Lacaze & Peter Esteie, AIRBUS SAS

Alondra Lazo Onell, LANCHILE- LINEA AEREA NACIONAL CHILE; Paul Glover & Peter Copley, ASIG

Brian McCormick, AIRPORT TERMINAL SERVICES; John J C Itz, QATAR AIRWAYS; Sally Leible, AIRPORT TERMINAL SERVICES

Carlos Sanchez Diosdado, CLEVER HANDLING SERVICES; Peter R Mayer, SWISS INTERNATIONAL AIRLINES; Tali Laufer Epstein & David Laufer, LAUFER AVIATION - GHI

Catherine Quenon, DNATA SWITZERLAND; Vincent Gros, Jean Michel Ivan, Patrick Humbert, Jaap van de Linde, AIR FRANCE-KLM; Rudi Kandhai, KLM ROYAL DUTCH AIRLINES; Christoph Tietz, FRAPORT GROUND SERVICES AUSTRIA

Radoslaw Gos, LOT SERVICES; Jose M Llorente, IBERIA AIRLINES OF SPAIN; & Radoslaw Paruzel, LOT SERVICES

Oluwakemi Adigun, NIGERIAN CIVIL AVIATION AUTHORITY; Olubunmi Ereola Olugbusi, NIGERIAN CIVIL AVIATION AUTHORITY

Bob Gurr, BIDAIR SERVICES; Henrik Ambak, CARGOLUX AIRLINES INTERNATIONAL

Mike Firsowicz, DELTA AIR LINES; Fernando Diaz Cisternas & Gustavo Etchegaray, ANDES AIRPORT SERVICES (LAN AIRLINES )

Hans Van Schaik, SACO AIRPORT EQUIPMENT; Christoph Papke, S-P-S GERMANY; Tom Bellekens & Donald Meulebroek, TCR INTERNATIONAL; Craig Smyth, MENZIES AVIATION; Simon Houlahan, TCR UK

Raef Abuharrous, SHOROOQ HANDLING & GROUND SERVICES; Khalifa Azzabi & Tareg Elsahli, GULF PEARL AVIATION SERVICES; Saleh Alfarjani, SHOROOQ HANDLING & GROUND SERVICES

Ton Jochems, KLM CITYHOPPER; Hans Radier, KLM SYSTEMS SERVICES; Monique van Tulder- Kuipers, ARKEFLY (TUI AIRLINES NEDERLAND); Rinaldo Vels, MENZIES AVIATION

Vladimir Kirillin, MOSCOW AIRLINES; Anna Nayda, ROSSIYA AIRLINES; Sergey Katasonov, POLET CARGO AIRLINES, Jose Manuel Guzman & Carlos Monzon, AVIANCA SERVICES

Shraga Richter, EL AL ISRAEL AIRLINES; Irit Richter

Cyril Turner, DAL GLOBAL SERVICES; Michael Kirsch Marco Shoukry-Nessim & Magdy

Shoukry-Nessim, EGYPTIAN AVIATION SERVICES (EAS); Amany Amer, LINK AERO TRADING AGENCY; Dalia Elsissy & Ashraf Gabr, EGYPTIAN AVIATION SERVICES (EAS)

Tiziana Augliera, AVIAPARTNER ITALY; Jorge Bezelga, TAP PORTUGAL; Youri Busaan, PARIS VATRY AIRPORT; Armelle Marechal-Guichard, USIMAT-SERMEES

Owen McKenna, MALLAGHAN; Kevin Brown, MENZIES AVIATION; Adrian Dunne, RYANAIR; Andy Boyd, MENZIES AVIATION

Ekkehard Franke, FRAPORT; Elisabeth Landrichter, VIENNA INTERNATIONAL AIRPORT; Michael Richter, NORTHERN CAPITAL GATEWAY; Wolfgang Fasching, VIENNA INTERNATIONAL AIRPORT

Norbert Klinghardt, CITY AIRPORT BREMEN; Samim Aydin, CELEBI AVIATION HOLDING; Carlos Navas, ACCIONA AIRPORT SERVICES; Angel Marcos, FLIGHTCARE GROUND SERVICES

The Viennese Conference also saw the presentation of the Ramp Safety Awards to four geographical regions. Voted for via an online procedure, the runners-up and overall category winners were named at the Gala

Dinner, these latter receiving trophies for their good work. Once again, our thanks are due to the sponsors of the Safety Awards, who between them have underlined the importance of this event.

WINNERS IN 2010

Laura Petrozziello, ARINCpresents the trophy to Peter Copley, ASIG-AIRCRAFT SERVICEINTERNATIONAL GROUP

Michael Bloomfield, SAGEPARTS gives the 2010 award to Glenn Rutkowski, WORLDWIDEFLIGHT SERVICES (WFS)

Christopher Meeking, AVTURA congratulates Kevin Brown, MENZIESAVIATION

EUROPE

MIDDLE EAST & AFRICATHE US, LATIN AMERICA & CANADA

THE FAR EAST & AUSTRALASIA


Ramp safety awards 2010

Sponsor of US, Canada & Latin America

Sponsor of Middle East & Africa

Sponsor of Far East & AustralasiaSponsor of Europe

Special thanks are also due to all our sponsors

Christian Moller, SITA-WORKBRIDGE presents the trophy to Talha Goksel, CELEBIGROUND HANDLING


The 13th annual GHI/ IGHC Golf Classic

ermai in Malay means “serene and beautiful” and anyone who has played a round at this course will really appreciate why the club is thus named. The design and construction also refl ect a desire to be at one with nature, and this is refl ected in the wildlife that inhabit the waterways and mature trees, should you stray from the immaculately kept fairways.

Since its opening in March 1998, Kota Permai has captured the hearts and imagination of the Malaysian golfi ng fraternity. Designed by an Australian architect, Ross Watson, the intelligent design is challenging yet fair, with playing options for all levels of golfers. The layout features a tantalising mix of straight holes and dog legs, while scenic water hazards and sculptured bunkering add form and challenge to play. To ensure that a round of golf at Kota Permai is always a rewarding experience, the lush Zoysia fairways and undulating Tifdwarf greens are always maintained to the highest standards.

Bearing testimony to Kota Permai’s status as one of the great courses of Asia is its impressive portfolio of international championships. In 1998

it was chosen as the venue for the Volvo Masters of Malaysia and the success of the tournament prompted the title sponsors, Volvo, to make Kota Permai the home of the Volvo Masters of Malaysia for the next three years.

In 2002, the tournament was upgraded to the Volvo Masters of Asia, the season-ending event on the Asian Tour, but the venue remained the same - Kota Permai. After a year’s absence, when the tournament was played in Thailand, the Volvo Masters of Asia returned to Kota Permai in 2004. The club hosted the inaugural Asian Nations Cup in 1999, which was the qualifying event for the prestigious World Cup of Golf. The World Cup qualifi er has returned to Kota Permai in the last three years, most recently as the 2008 Fortis International Challenge and as if this list of championship accreditations is not enough, there’s the jewel in the crown: from March 6-9, 2008, Kota Permai provided a worthy battleground for the best golfers of the Asian and European Tours in the US$2m Maybank Malaysian Open.

So make sure you do not miss this great opportunity to join us for the 13th annual GHI/ IGHC golf classic - sign up today!Further details are available from Jean Ang: e-mail [email protected]

Challenge in MalaysiaEnrol today for this year’s golf tournament.

P

The GHI/IGHC event is hosted by

Sponsored by

World analysis


e start with North Africa, where Swissport’s operation in Algeria looks to be progressing well.

Swissport Algérie’s Fernand Stauffer says that after gaining major full ground handling contracts, such as those of Qatar Airways and Lufthansa, this last year was mainly spent on consolidating his business and further expanding his

cargo warehouses, which now represent a total of 4,500 square metres of covered space. “We also contracted additional business during the course of 2010 with Lufthansa Cargo, Jetairfly, Air Berlin and TAP Air Portugal,” he adds.

Keeping up with the contracts has necessitated some brand new GSE, which included a lavatory truck, a water truck, a set of passenger steps, four bag tractors, a couple of motorised belts along with a highloader and a 40 ton pushback tractor. Despite the cancellation of a few flights through the market downturn, Fernand reports that contracts signed have more

than made up for the traffic dip. “Training has been very high on the agenda

throughout the year, with a special focus on human factors: all management and supervision staff went through this training, in addition to all employees directly in contact with passengers and customers. This very thorough training has a duration period of five days.

“Although not a big market, I’m sure that Algeria will continue to enjoy a steady growth in the years to come, both on the passenger side as well as the freight side.”

Meanwhile in Kenya, Jeroen de Clercq says that 2010 has again been a very successful year for the Swissport operation there.

“Last year we renewed contracts with a number of customers, securing more than 60% of our revenues for three or more years. Moreover, we won contracts with Air Madagascar in June, Turkish Airlines in September, Air Cargo Germany in November and British Airways World Cargo and Yemen Airways in December. British Airways World Cargo was delighted to be the first new customer airline joining us in our new cargo

handling facility.” The new 20,000 square metre cargo facility,

which was at the foundation stage when this magazine visited Africa in late 2009, has since been completed and is set to become a valuable asset for the Kenyan operation. Swissport had been operating at the airport’s Cargo Village from an off-airside facility leased from the Airport Authority. Being a former maintenance facility, this warehouse was not purpose-built for cargo handling and as a result, was somewhat impractical. Despite the operational shortcomings of this warehouse, Swissport’s business developed quite successfully: between 2003 and 2009, cargo volumes handled by Swissport grew by an average of 16% year-on-year, way in excess of the industry average at Jomo Kenyatta.

Of all the air cargo passing through the station, about 80% is export cargo and 20% consists of imports. The vast majority of export cargo comprises perishable goods, mainly flowers. To accommodate the handling of these perishables, Swissport made a significant investment in cold room facilities which are suitable for the preparation of cargo for airlifting in temperature-controlled areas and to store built-up units prior to loading them on to aircraft. The total area allocated to cold rooms within the complex is 1,200 square metres, providing a capacity equivalent to the loads of two Boeing 747 freighters at any one time. The building design allows for these facilities to be expanded quite easily in the future, should the demand increase.

Africa and the Middle EastOverall, it would seem that 2010 wasn’t too bad for the regions, with many respondents reporting a busy ramp.

W

Freight facility in Nairobi has boosted Swissport’s stock

World analysis


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with Libreville to its Johannesburg route, with five flights a week. RAM has also been busy. As for flights to Europe, there was nothing new from Air France but Lufthansa modified its Frankfurt-Accra-Libreville schedule and upgraded the aircraft to give an alternative to that of Air France: we believe that Lufthansa sees Africa as a golden opportunity.

“We invested in a set of VIP stairs for the fiftieth anniversary of Gabon’s independence and bought a pair of brand new GPUs from TLD, plus some secondhand T135 Charlattes and beltloaders.”

Recruiting staff that can be trained up is still proving difficult, though, which is mainly due

Kenya imports a significant amount of pharmaceuticals, especially vaccines. In consequence, the cold room facilities of the complex will also have dedicated storage facilities for these specialist products.

“On the ramp, we more or less completed the renewal programme that we embarked on about four years ago and there was no need for much addition in 2010. Our investments were limited to the replacement of two tow tractors, a pallet/ container transporter and a ramp vehicle. In 2011, we expect delivery of additional ramp equipment to cater for the handling of full freighter aircraft. On the cargo side, we have invested heavily in new equipment, alongside the investment in our new cargo handling facility, which was opened in November 2010. Apart from fixed equipment in the warehouse, we invested in GSE: this included five fork-lifts and four slave pallet transporters.”

Jeroen admits that whilst cargo levels dipped during the last 12 months, there has since been a healthy rebound, so that the second half of the year atoned to a great extent for the first.

There were no major developments in the area of training. “We appointed a new Training and Quality Manager in September 2010, who succeeded her colleague, who moved to head up our Customer Services department. Recruitment and training remains a labour-intensive exercise but we have no real problem finding suitable and qualified people who want to join us.

“I feel that 2011 will be another exciting and

challenging year. With the opening of our new cargo complex we have raised the bar in terms of facilities and quality. The response from the market has been very positive so far and we expect to continue growing our business as we move forward.”

Good in GabonFor Handling Partner Gabon, the last 12 months have been good, declares Jean-Michel Schweitzer, the company’s Managing Director.

“With the arrival on the market of ASKY (monitored by Ethiopian Airlines), Air Nigeria (formerly Virgin Nigeria) expanded its flights with good load factors whilst SAA attached Douala

Gabon celebrated 50 years of independence in 2010 and Handling Partner Gabon invested accordingly

World analysis


to the non-English speaking populace. “When you think about this sort of career, even a man starting with the lowest job on the ramp has the possibility of going as far as the supervisory level – but this language handicap is a real hurdle.

“Gabon is changing slowly but remains very expensive in terms of taxes and labour law. The future lies in the government’s hands.”

Aviance Ghana’s Paul Craig reckons that the preceding 12 months have seen good growth for Ghana, with several major carriers choosing to operate flights there.

“Aviance Ghana has been fortunate in securing new contracts with United Airlines, Virgin Atlantic Airways and Egypt Air,” he says. “United was set to go double daily, with effect from December, as the Washington flight will continue to Lagos. Interest in Ghana remains high as the oil industry begins to take off, bringing with it many allied support companies. The cargo business is also slowly recovering and predictions for 2011 remain positive.”

For his operation Paul invested in a pair of Cobus 3000 buses, two sets of covered towable steps, TUG tractors, multi-functional pallet trailers, electric forklifts and a specialised cargo stacker as well as three-wheeled baggage tow trucks. “In 2011 we have Board approval to purchase two additional Cobus 3000, two more GPU units and an ambulift,” he notes.

For those seeking words of wisdom on running a station, Paul has this to say: “We maintain a close watch on our operational costs and the Aviance alliance enables us to benchmark and measure our performance through ongoing collaboration with other alliance members. We are able to look at many areas, ranging from maintenance and running costs to sickness and absenteeism, all of which is helping us to remain competitive. We have also begun using the Avtura RATT application, which measures both turnaround performance and assists in our invoicing to ensure we do not miss revenue streams. During 2011 we hope to trial the Zebra product so that we can gain a much better understanding of GSE usage.

“Recruiting staff with previous experience is limited, so training plays a great rôle in our being able to offer our customers a high level of service. During the previous 12 months we opted to develop in-house training for a

number of disciplines, ranging from aircraft cleaning to passenger handling and customer care. Being able to offer training in-house allows us to build on consistent messaging and to be able to react quickly should staff require additional support. We have IATA approved DGR trainers and Amadeus trained staff for check-in training. By having this capability we can take previously untrained staff and nurture the Aviance proposition of Your style Our smile. We are also able to collaborate with our alliance friends to ensure our training standards are truly international.

“A look into the crystal ball would be very useful but Ghana does seem to be on course for continued growth as the emerging oil production generates many associated new entrants. Cargo is an area where we expect to see steady growth and the long-awaited promise of Ghana becoming a West African hub.”

Forsyth Black, speaking on behalf of Menzies, says that his big wins last year were with Emirates in Dakar, as well as Turkish and Air Namibia

in Accra. “Our Amman operation is about to announce a significant new contract also. In South Africa, the focus has been on renewing our contract portfolio, a drive which has shown very pleasing results and which will ensure the stability of our business for the future. A number of major airlines have recommitted to great service from Menzies for some years to come, I’m happy to report.”

A tight rein on operational costs and the ability to relocate GSE from one station to another gave Menzies a year in which little significant investment took place in terms of equipment. Forsyth feels that 2011 will see the handler making more purchases, however.

The downside has been the roller-coaster ride that has exemplified the recession. “We’ve experienced some airlines cancelling flights almost at will and then adding them back as loads improved. We’ve flexed our labour to match as best we can - and in some stations that’s not an easy trick to pull off. Of course, South Africa hosted the FIFA World Cup where we had entirely the opposite effect for the months of June and July, where airlines added flights at will and once again, we adapted our operations and labour force to match.”

Forsyth adds that Menzies has taken the opportunity of some staff downtime during the recession to ensure that personnel training is right up to date and that the handler has spent quite a lot of money in this area. “We believe that investing in our most important resource – our people – will pay dividends in the long term,” he asserts.

“Ahead, it seems the worst of the recession is over, and that business is finally picking up again. All the signs are there and we can only hope it’s a strong and sustained recovery. There are signs, too, that some in the market are struggling and competition is fierce and at times desperate.”

Team effort?Football is what Bob Gurr at BIDAir remembers most about 2010…

“The past year has been dominated, unsurprisingly, by the soccer World Cup and planning for this huge event filled the first half of the year. The actual event was one of frenetic paced handling for a period of six weeks, with many charter flights operated by companies not normally seen in South Africa requiring servicing. Dealing with so many new entities from different parts of the world with very varied operational requirements was a major learning experience for our operational staff.

“The other main highlight for BIDAir Services has undoubtedly been the introduction of A380 flights by both Air France and Lufthansa, We are now, unquestionably, the most experienced A380 handler in Africa!

“April 2010 brought with it a handling contract for Jet Airways operating from Chhatrapati International with A330 equipment. Atlas Air commenced B747 freighter operations in their own right during October and we were successful in acquiring this business. We have also been able to extend our value-added business offerings during this period. New business lounges have been opened in Johannesburg, Cape Town and Durban. We have also been successful in retaining our existing client base in the past year.

“Even with the additional pressure of the A tightening of the corporate belt has helped Menzies’ operations in the African continent

Virgin reaffirmed its commitment to Ghana – and Aviance Ghana secured the contract

World analysis


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New airlines added to Dnata’s portfolio included Air Berlin with three flights a week; RwandAir, also with three flights a week and Nas Aviation, which has contracted for eight flights a week with an A320/ A319.

“We have increased, or will increase, our GSE inventory this financial year,” he adds. “This will involve a mixture of GSE types, including lower deck loaders, ACUs, GPUs, TSUs and aircraft washing units, as well as non-mechanised GSE.”

He relates that the operation has witnessed a significant upturn in the fortunes of many airlines and the annual passenger and cargo throughput figures soon to be published by Dubai Airports will demonstrate the strength of the recovery.

“Dnata takes great pride and delight in one of the most recent developments within the area of training and development for its staff. This is the delivery and commissioning of a next generation aircraft pushback simulator. This

World Cup, we have been able to effectively utilise our GSE and have not needed to invest in any additional equipment. It is anticipated that there will be some GSE purchases during 2011, with more significant investment from 2012.”

Bob adds that because of the impact of the downturn in the aviation industry, an extensive review of his operational structures has been undertaken, which has resulted in some changes that will ensure improved efficiencies without impacting the level of service delivery.

“Staff training is a major investment for us, as turnover in some areas is as high as 20% a year, which means that regulated and operational training is required on an ongoing basis. It is also of critical importance for both us and our clients that our staff training levels are maintained at a consistently high level. Recruitment of suitable staff is not a particular issue in South Africa; retaining skilled staff is, however, another

question altogether!”Ultimately, Bob remains philosophical

about the future – and ends with an intriguing comment.

“Airlines continue to look for value for money and the South African handling arena is no exception. This may result in some changes in the coming year. There is no doubt that it is not merely enough to consistently deliver high levels of service to retain a market share.”

At Mwanza Ground Handling in Tanzania, Ibrahim Mustafa was happy to divulge that in his quest for growth his operation has been licensed by Tanzania Civil Aviation so that he has access to Grade 1 airports in Tanzania. He is looking forward to operations at Julius Nyerere and Songwe airports after winning the Airport Authority’s concession.

The Middle EastJon Conway at Dnata relates that his operation in the Middle East is going from strength to strength.

“As we end the third quarter of the 2010-11 financial year, we can report on a generally strong 12 months. Movements have increased 10% year-on-year, although we have seen some carriers again changing aircraft gauge to better match demand. Dnata Dubai was, very recently, awarded the Ground Handling Provider of the Year 2010 in the Middle East at the recent ITP Aviation Business Awards and we are justifiably delighted, as it recognises the tremendous hard work of our front line teams.”

Handling the A380 a big event for BidAir Good, solid progress for Dnata

World analysis


innovative simulator enables the trainee to operate the pushback under various weather conditions such as rain, sandstorms and low visibility, as well as on different aircraft types. The most notable benefit of the simulator is that the trainee can practise the pushback operation as many times as they want until they are confident, which is not possible when it comes to live aircraft that are not always available.” Jon believes that this device will be the first of its kind within the region and indeed, the world, and will further enhance the learning experience for the trainee. There is plenty of local labour looking to work at the station, so recruitment is not a problem in Dubai; he also looks overseas on occasion.

“The industry is clearly revelling in a robust recovery, with both passenger and cargo loads looking healthy. We do, however, know from bitter experience that the market is constantly evolving and we must not become complacent. Regionally, we see an aggressive market and one in which our competitors are hungry for market share.

“Over the coming months there will be abundant opportunities for us to continue the trend of Dnata’s excellence. Dubai World Central - Al Maktoum International airport has opened an exciting new chapter in aviation within the UAE, paving the way for a new era of unconstrained growth, with its associated opportunities and challenges.

“Looking at Dubai International airport and the phenomenal growth here, simply keeping pace with the incredible Emirates and flydubai expansion continues to be a challenge in itself. With a recent order for more A380s, B777s and with the new aircraft being delivered regularly, Dnata Airport Operations in Dubai continues to be under pressure to ensure the hub works efficiently and seamlessly.

“To keep pace with the ever-changing business environment and to offer our customers superior service at a competitive price, Dnata has recently completed an extensive organisational restructure. We have embarked on a top to bottom review of all our business processes as we intend to become globally recognised as industry leaders.

“So, with exciting times ahead, Dnata enters 2011 with a solid foundation. We will remain focused on the things we do well; use technology and creativity to improve productivity; provide excellent service and most of all, continue to trust in our people, as together we will drive Dnata’s success.”

And on to another success story: according to Samir Sursock, at MEAG in the Lebanon, the past year has also been good for the company, which saw growth in excess of 20%. New contracts were signed with Air Baltic, Pegasus, Air Germania and Air Arabia Egypt, he relates. Despite the extra business, MEAG abstained from expenditure in GSE during 2010 although it intends to rectify that situation in 2011.

MEAG’s efforts last year were mainly focused on enhancing on-the-job training for new recruits: to that end it developed elaborate training plans for all functions and organised workshops for familiarising trainers and coaches with the procedures.

Samir mentions that recruitment of qualified staff for his operation is not a problem and that

demand is high. “The cargo market is expanding fast,” he

concludes, “and MEAG is therefore planning to expand its facilities to be ready to accommodate more cargo and to provide suitable areas for all sorts of special cargo.”

Expansion and consolidationAccording to Hassan El Houry, CEO of National Aviation Services, it’s been a period of expansion and consolidation. For a start, several new contracts were signed in Kuwait, including United, flydubai and Mihin Lanka. Moreover, a joint venture with Celebi in India has brought more than ten new contracts and Hassan mentions BA, Swiss and Lufthansa in this context. The Western region tender has involved Pune, Ahmedabad and Goa, whilst opening at Khartoum has so far added flydubai and Ethiopian to the tally. No carriers were lost during the review period.

Hand in hand with all these new contracts has been the necessity for GSE investment. “We spent over US$1m in Kuwait, about double that in India and a further US$1m in Khartoum,” he says. “With our GSE, we’re coming up to a time where some requires replacement and this is an ongoing programme. We’re also able

to move GSE around stations where required. Although we source globally, we’ve noted that some locally-manufactured equipment is now on a par with GSE made elsewhere. Because we serve many quality carriers we tend to deal with the market leaders when it comes to GSE. Electric GSE is purchased, though this is more down to personal reasons rather than any legislation. Shipping cost is a big factor in the final decision-making process.”

Last year, NAS renewed its ISAGO certification in Kuwait and there were zero findings, a testament to the quality of the handling operation. Plans are currently afoot to roll out ISAGO to the rest of the network.

“Kuwait saw 8m passengers last year and we have the majority of the US and European carriers, and all the low cost traffic,” he continues. “Aside from this has been the phenomenal growth in the Indian market, which has brought plenty of challenges.” As Hassan remarks, the country will require much network support as its aviation sector blossoms – and the implementation of the country’s ground handling policy is likely to keep handlers on their toes.

Africa is another area currently under the NAS spotlight: in January this year it opened in Sudan and the CEO hints that three more airports will be added before the summer. In addition, the handler is looking to start up at a further two bases in the Middle East. As might be expected, finding talented personnel to keep up with all this growth hasn’t been easy – but NAS has managed to recruit successfully.

“We’re building on quality now,” concludes Hassan.

Growth in Israel“Generally speaking, 2010 was a positive year for Laufer Aviation – GHI. The company has enjoyed a significant growth in its customer portfolio leading, of course, to a subsequent growth in traffic handled.”

These are the words of Tali Laufer, who goes on to say that at the beginning of 2010 the handler won an important tender for ground handling services in Tel Aviv, with Lufthansa, Swiss and Austrian Airlines the clients. “By winning the tender, the company has maintained Lufthansa as a customer and won Swiss and Austrian as new customers. During the year

Contracts with Lufthansa, Swiss and Austrian secured early on in 2010 gave Laufer Aviation a useful boost

MEAG posted growth figures of 20% in 2010

World analysis


Laufer Aviation – GHI was also nominated to handle the new scheduled operation by Aegean and Spanair to Tel Aviv and has therefore become the main Star Alliance handler in Israel.”

Another significant growth in activity was recorded when El Al started operating domestic flights to Eilat airport in the south (thrice daily) and nominated Laufer Aviation – GHI as its handling company for this operation, challenging the company to start up from scratch a full handling station in Eilat with very little lead time.

Tali adds that the company also participated in (and won) the Air France/ KLM/ Alitalia tender and thereby managed to maintain all three carriers as its customers, thus remaining the leading Skyteam handler in Tel Aviv. She reports that no customers were lost during 2010 and that the foregoing positive developments assisted in mitigating the negative occurrences of 2010, namely the severe dollar/ local currency fluctuation (that had a negative effect on income) and the cancellations incurred by the volcanic ash (even though this was much less dominant in Israel compared to other parts of Europe).

“In order to meet the growth in our portfolio and traffic and maintain the high level of service, in 2010 our company invested nearly U$1m in the purchase of new and advanced Goldhofer pushback tractors, some ACUs and GPUs, an ambulift vehicle and green electric cars for the ramp.

“The recession has required us to constantly review our economic costing models for the operation and has forced us to closely scrutinise the operation to ensure its adherence to our costing structures,” she adds.

In conclusion, Tali says that the most significant factor when it comes to recruitment is the economic atmosphere at the relevant time. “During the recession experienced in 2009, recruitment was a much easier task; but we have been experiencing an ongoing challenge to recruitment following the financial recovery which started during 2010, as a natural result of the growth in demand for the employees with the characteristics we are looking for. Our greatest challenge is the need to remain innovative and enticing in order to attract potential employees. As far as training is concerned, we are adjusting our syllabus and methods several times a year to address the ever-changing requirements of the aviation world. Obviously, the most notable change is the growing emphasis of training on safety issues.”

Following the successful global expansion in Africa and Middle East, Link Aero Trading Agency has established a strong presence in Jordan, where it has been covering all Jordanian airports. Link Aero Trading Agency Jordan has rapidly become a comprehensive aviation services company, providing a wide array of services to meet its clients’ demands.

Link Agency provides representation before the Jordanian Civil Aviation Authority, and is able to supply necessary permissions for traffic rights, which includes landing, parking, housing and over-flying. Moreover, through a well-trained staff Link Agency is able to provide ramp and passenger supervision. This is in addition to arranging for crew handling and hotel accommodation, special VIP treatment, fuel provision and catering supplies.

Link in the chainMarwa Laz, Link’s Senior Business Development Co-ordinator, says that in addition to winning the TUI contract in Jordan, the company is now serving the whole TUI group of airlines at Jordanian airports. “We are the official representatives of many airlines, including Transavia.com, Adria Airways, Air Italy, Aeroflot,

Novair, Spanair and Iberworld - and we are constantly striving to meet and exceed our customers’ expectations of quality and pricing.”

In terms of the international situation, Link Agency has continued its successful business in global flight support services by developing a wide network of communications with civil aviation and airport authorities in countries within Africa, the Middle East and the Far East, as well as Central and South America.

“We have built a very strong foundation of reliable relationships in these regions and have enriched our database of contacts to assist in providing airlines with all required handling services and representation. Traffic rights are also presented through a round-the-clock system of integrated, creative and punctual teams, serving short notice and emergency flights.

“For 2011, Link Agency’s vision is to grow in the international market and spread around the world with the opening of more, permanent branches. This is in addition to enhancing the quality of service aimed at fulfilling all our customers’ needs.”

A TUI contract in Jordan aided Link Agency last year

Ground handling liberalisation


Is it finally the moment for addressing the question of amendments and revisions to the EU Ground Handling Directive?

t’s that time again. Over a decade has passed

since the much-lauded Directive 96/97 first saw light of day. The EU Directive 96/67 was seen as something of a godsend by some, a curse by others - and even a matter to be conveniently overlooked by certain parties around Europe. Nonetheless, Brussels’ finest

bit of legislation, designed to even out the handling playing field, improve competition at airports and give carriers more choice in their handling agents, has done much to enhance the liberalisation of the handling market.

But…But it was never perfect. Some would argue

that it never was going to be perfect. On that basis, it was only a question of time before revisions and updates would be on the agenda. After one or two false starts it finally happened and a Public Consultation document was published in 2010, based on feedback from a broad range of organisations, public authorities and EU Member States; moreover, there was no little feedback from outside of the EU, too, illustrating, perhaps, the interest that has since been engendered by the original proposals.

A number of bodies was consulted, including airlines and airline organisations, handlers and handling associations, airports and allied associations; as well, there were replies from governments, trade unions and sundry other organisations. Looked at in detail, the fraction of respondents who were based in the EU totalled some 70% of the replies received. Perhaps predictably, the non-EU replies were primarily from Swiss companies and Swiss associations. We present here a selection of the more relevant subjects raised in this long-overdue Consultation.

Sub-contractingAn early question related to the issue of sub-contracting, and whether this was thought advantageous – and whether specific rules should be introduced to help this facet of the industry.

It was generally agreed (by Member States, at least), that sub-contractors should have standard conditions in order to guarantee the level of the service supplied. However, some countries took an opposite view: Belgium, for example, was against the idea of sub-contracting by self-handlers whilst Poland suggested that not more than one level should be permitted. Some Member States declared that overly precise rules would actually discourage competition between handlers.

For their part, airline associations felt that restricting sub-contracting would inhibit handling activities. One respondent felt that sensitive services ought not to be sub-contracted whilst maybe only two or three activities should at most be hived off in this manner. IAHA also believed that self-handlers should not sub-contract. Whilst sub-contracting per se was endorsed by most, airport associations did express concern over the practice. Handlers, overwhelmingly, believed that there should be common rules on sub-contracting for peace of mind – and they echoed other respondents’ comments in terms of self-handling. Overall, the replies suggest that common measures for sub-contracting would be advisable although some parties did not share this view.

Quality measurementSomething of a sticky, not to say sensitive, subject this, but nonetheless one that has to be faced up to within the sector. In the absence of no minimum quality requirements for staff, quality controls, environmental protection and safety within the existing Directive, should this material be added – and what would be the best way forward?

Member States were unequivocal, saying that more definite quality standards would be beneficial to the sector as a whole. Whilst some countries (France and Italy, for example) already have in place certain mechanisms, others do not. Interestingly, regional government stakeholders were opposed to the implementation of EU standards in this respect: they averred that sufficient regulations were already in force and that further measures ought to be the preserve of the airport sector.

Airline associations concurred, saying that no further EU regulation was deemed necessary, since quality standards should be tied into the agreements signed between airline and handler. IATA’s ISAGO initiative was mentioned in this context.

Whilst most of the airlines proper were equally against further EU regulation in this area, those who thought such measures worthy of adoption pointed out that an enhanced harmonisation and control of the ground handling process would be the net result.

As for handling company associations, IAHA noted that further regulation could well result in a conflict of interest between client and

provider and distort competition. Handlers themselves were happy to see the introduction of quality standards for training and safety purposes, assuming this was effected at all airports. Independent handlers sided against the possibility of more powers devolving to the airport, arguing that where airports handled, this would lead to potentially untenable situations. In summary, there was a divergence of views: some felt that quality standards were best worked on at local level whilst others believed that it was through IATA that standards could best be achieved. Whilst an overarching EU framework was not discounted, there was no need for high level involvement in the detail.

Working conditionsAnother thorny (or at least potentially thorny) issue was that of workers’ rights. Current legislation ensures protection for workforces but this can vary from state to state. Staff transfer, likewise, can be a minefield. Should, therefore, the Directive be amended to introduce measures aimed at helping staff in transfer situations?

Several Member States declared that they would like to see more worker protection legislation – and that companies should have an obligation to take over existing staff. How to improve the working conditions brought up an array of suggestions: collective agreements, dialogues, staff certification and even European standards were all mentioned.

For their part, airlines felt that staff transfer and working conditions were outside the scope of the

Directive and these decisions were down to national and current EU regulations. Airports also believed that current EU legislation was adequate in this respect and that no special arrangements were necessary for the handling sector.

As for the handling companies themselves, opinion here was very mixed: some would like to see a uniform agreement whilst others said that the Member State’s own laws should encompass this area. Tellingly, most of the workers’ organisations and

trade unions came down strongly in favour of amendments to the existing proposals on this subject. Minimum wage, training, social protection and minimum staff provision were all elements that required consideration but not all respondents were convinced that change was required. It was also noted that uncertainty existed over where current regulations were applicable in the case of companies being taken over.

I



Airline representation at airportsAs readers will know, airlines have no obligation to have representatives present at every station to which they fly. The question posed asked whether this ought to be changed; in particular, could a ground handler legally represent a carrier?

Perhaps not surprisingly, a majority of Member States felt that airline representation would be beneficial for passengers, especially at times when luggage is mis-routed or delayed. However, some Member States argued that this would cause extra cost whilst others felt that the current situation was adequate.

Airline association respondents supported representation through an accountable body although it was noted that it might be impractical to implement this at all stations; likewise, it was not felt that handlers were a totally credible alternative in the absence of a proper representative. Airlines also believed that staffing each station was not a viable option, based on the grounds of the investment that would be required.

Handling companies’ associations as well as handling companies proper were in accord that airlines ought to have their own representatives at airports; but where a handler might be required to fulfil this rôle, then the extent of the latter’s liability had to be spelled out.

Overall, there was only a small amount of support for the idea that airlines ought to man all their network stations. Whilst a number of respondents believed that such representation could be safely passed on to the handler, the handlers voiced their concerns over the extent of their ultimate liability.

Safety and security: problems encounteredHad those surveyed experienced any safety or security problems that could be linked to the 1996 Directive?

There was a mixed response here, with some Member States declaring that no adverse experiences had surfaced whilst others pointed to the need to train staff more thoroughly; for

enhancing ramp worker identification protocols; and the need for better language training to avoid miscomprehension.

Airlines, for their part, saw no link between the original Directive and any deterioration in safety standards. In stark contrast, airport associations pointed to a reduction in quality and a palpable increase in minor ramp incidents. Mention was made of outdated GSE, less worker supervision and complicated access arrangements to secure areas.

Airports themselves brought up three matters for attention. Short term contracts and a high staff turnover were becoming commonplace, with the knock-on effect of lower qualifications and experience, which was adversely affecting passenger safety and security. With more organisations and staff present at a typical airport had come more security checking and more passes. Finally, airports referred to the subject of more staff on the ramp, which enlarged the likelihood of an accident or incident.

IAHA also highlighted safety and security concerns, pointing to increased levels of ramp congestion and the ongoing pressure on quick turnarounds. These thoughts were shared with the handling companies, although some declared that there were sufficient mechanisms in place to cope with this situation.

Recommendations included independent reporting on the level of ramp incidents, better management of GSE to avoid congestion and more oversight of security passes.

Contract lengthSomething of an old chestnut, this, but nonetheless one that is continually brought out in conversations relating to the profitability of the ground handling operation per se.

So… should contract lengths be extended? You might be forgiven for thinking that all the parties

polled would be staunchly behind this – and indeed, the majority were. However, France and Italy took an opposing viewpoint here, arguing that shorter contracts would improve competition and permit the introduction of new entrants to the marketplace.

Airlines believed that lengths of seven to ten years would be admirable although the responses

indicated that a minimum, rather than a maximum term, would be preferable: that would pave the way for further market liberalisation.

Airports, as well as airport associations, were behind the idea of an extension in years in this context: they saw better, longer-term investment on the part of the handler arising from such a circumstance. A more stable environment was in everyone’s interest, it was felt. However, there was some concern that overall, reduced efficiency and quality in the marketplace might occur, since the ground handling

market might become less responsive under such conditions. Would flexibility suffer? some wondered.

A majority of handlers welcomed any contract extension for reasons that will be well-known to readers. Comments included the fact that GSE is depreciated over a period of nine years, so an extended contract was in the handler’s best interest; and there was a suggestion that licences should not all have the same maturity date. Despite all the encouragement, two handlers saw no value in lengthening current contract terms.

Finally, the union respondents believed that this kind of change was very much in the employee’s favour.

The Airport User CommitteeThe AUC has a consultative part to play in the tender process, which includes technical matters and standards. Currently, though, there is no obligation to justify why a recommendation is not followed.

“IAHA also highlighted safety and security concerns, pointing to increased levels of ramp congestion”



Handler selection proceduresAt present, airports can provide handling activites without having to pass through a tender procedure. Should that be changed?

There were mixed views from the Member States in this regard: some were against the idea (arguing that airports are fixed entities and cannot offer their services elsewhere) whilst others believed that a more level playing field might result from airports undergoing the same tender process. Airline associations agreed with the last point, again citing a more level playing field. Airlines also took this stance whereas airports expressed strong views about going down this route, arguing their status was not akin to that of the independent handler. And again, predictably, handlers and handling companies both felt that airport handling companies ought to have to submit to the same tender requirements as themselves.

Overall, it was believed by many that a more competitive marketplace and a commonality of standards was in the best interests of all stakeholders.

A question of congestionCurrently, there is no framework in place that looks at how the apron is managed in terms of space allocation. Three options exist for airports with more handling interest than physical space. These are auctioning of premises; a “first come, first served” procedure; and defining minimum criteria for new entrants. What, then, should be the best way forward in terms of space management?

Auctions were shouted down by a number of Member States, since this would favour the financially strongest. Of the airline associations, one suggested the concept of GSE pooling as a means of maximising existing space – and added that the airport itself was responsible for the creation of space, anyhow.

Airlines mentioned that space should be allocated through consultation between the principal stakeholders and that perhaps a limitation on handler numbers might not be a bad idea.

Airports, quixotically, felt that the “first come, first served” approach had much to commend it; and others added that a permit scheme for vehicles could help to cut down on redundant or little-used equipment.

As for handling associations, the belief here was that access ought to hinge directly on airport capacity. Handlers proper were not enthusiastic about the auctioning process but rather felt that space allocation based on the level of ground handling activity was the way ahead. An interesting comment was received from one independent, who suggested that a central pool of GSE could be controlled by the station and could be rented out to handlers.

In the final analysis, this was another emotive topic which elicited a wide range of replies and comments.

common rules and procedures should prevail in the selection of handlers, of whatever sort.

Profitability and marginsDo airports make money?

One hopes so. In the light of this, should the access fee to the

airport be defined more precisely, along with its “reasonable profit margin”; and should there be an independent body charged with monitoring airport installations’ fees and charges?

Member States came down conclusively on the need for transparent and defensible fees, with some Members expressing concern over the putative cost

that might accrue were an independent body appointed.

Airlines were of the belief that precisely defined criteria should be in place where charges were concerned: ideally, these would be transparent and in line with the Airport Charges Directive.

Perversely, airports believed that no further definition of charging mechanisms is required, since what is in place is adequate, with both national and EU regulations covering other contingencies.

Handlers were of the opinion that all airport users ought to be charged the same and some suggested the introduction of a charge for centralised infrastructure usage. An independent monitoring system was thought a good idea. Overall, transparency was again the oft-quoted word.

Separation of accountsWhilst the current Directive has wordage on this subject, it has still been a topic for debate, with claims of illegal accounting making the headlines from time to time. This has been particularly so where airports offer handling services.

Should, then, more clarity be given to this matter? And how could this best be achieved?

“Satisfactory” was the comment from most of the Member States, although a couple of countries felt that more could be done to make the whole procedure clearer. As for the airlines, most believed that airports should be the only operators requiring this clarity of process, although one respondent added that it should also apply to carriers which self-handled.

Not surprisingly, airports and airport associations were satisfied with the status quo, saying that it was down to Member States to better enforce any rules on this topic or where there were perceived shortcomings in the process.

According to handling companies, precise rules on the separation of accounts are desirable – and that auditors’ reports ought to be published.

The question, then, was one of what needed to be done to ensure the airport user’s preference is better taken into account.

Airlines believed that the AUC should have a key rôle in the selection of handlers and that any opinions voiced that were contrary should be justified. Reference was also made to the desirability for strict separation of airline representation in cases where these bodies are involved in ground handling activities.

Airport associations were of the opinion that the AUC must remain a consultative body – but agreed that any decision not to follow its recommendations ought to be justified. Airport respondents stated that in general terms they were quite happy with the current AUC situation – but a number were concerned about giving the user more power than it had at present.

Handling company associations were more concerned about the transparency of the whole decision-making process than the AUC’s actual status; and handlers were keen not to give the AUC any more power than it had, since this could translate into a conflict of interest between users. Several respondents suggested the formation of an independent public body to monitor the situation.

Self-handling provisionAlongside contract length, this is one of the most emotive subjects in the realm of ground handling. The poll asked whether self-handlers should be subject to a selection mechanism.

Member States in the main approved the concept, with one even suggesting that the same criteria used by independents should be adopted. Hungary, Bulgaria, Spain and the UK suggested that transparency was the most important part of the process.

Both airlines and airline associations opposed any attempts to limit the level of self-handling. Where circumstances were exceptional, though, discussion between airport and airline was deemed desirable.

As for airports, the majority believed that the fairest way to select self-handlers was through the application of the same criteria used for independent handler selection. Having said that, many were of the opinion that the current restriction on the number of self-handlers was not a problem per se.

Predictably, both handler associations and handling companies feel that selection criteria should be firmly rooted in quality and training and that selection processes applicable to independents ought to mirror those of the self-handler.

In summary, airlines were set against any self-handling restrictions but most other parties felt that

“Both airlines and airline associations opposed any attempts to limit the level of self-handling”

The 13th annual Ground Handling International ConferenceIn November 2011 the ground handling community will meet in Sitges, Barcelona, from 28 November - 1 December at the Melia Sitges Hotel

Don’t miss this important event!For more information please visit www.groundhandling.com or email [email protected]



Market regulationYet another testing topic: the Directive, as it stands, encourages liberalisation through a 2m passenger/ 50,000 tonnes of freight per annum statistic. That said, Member States can limit suppliers and self-handlers as they see fi t. Today’s market thus sees a patchwork of airports with disparate number of handlers at each. Should greater harmony be introduced? And what would be the gains or losses arising?

Again, this topic met with mixed views from Member State replies, some believing that current measures were adequate, others that more market openings would be benefi cial. Yet others could not see any net gains from more handling companies on a given ramp.

About half the airlines favoured increased harmonisation within the marketplace but felt that retaining the current minimum number of handlers was an overall benefi t. A number of these also saw advantages in full market liberalisation. Meanwhile, both airports and airport associations argued against any more harmonisation.

In marked contrast, handling companies cited the benefi ts of increased harmonisation within the handling sector and the desirability of common standards throughout the EU.

Threshold levelsWhere airports hover around Directive levels, problems can ensue over handling company numbers. Should there be a mechanism to account for this? Or should additional thresholds be introduced?

Member States offered a spectrum of views on this, since the topic detail varies from station to station. A longer term airport activity view was welcomed, though. Airlines felt that once a threshold was reached, then a station ought to be subject to the Directive; and airport associations, as well as airports, also favoured the longer-term traffi c viewpoint.

Should self-handling be redefi ned?“Yes,” said many of the Member States, mentioning specifi cally a need where any sort of alliance was involved. Airlines, almost to a man, agreed with the need for redefi nition and that this should encompass codesharing, wet leases, dry leases and alliance partners, too. Airports, however, took a contrary view, believing that any extension was unnecessary – although some felt that more clarifi cation would be useful. As for handlers, they tended to agree with the airports, expressing the fear that any such move would reduce the contestable market and result in cascading sub-contracting processes. In summary, the majority of respondents were for better clarity when it came to defi nitions.

Other issuesFinally, a spread of ancillary subjects and issues were brought forward in the consultation. One of these concerned regulation vis-à-vis liberalisation: would Directive change increase the regulatory burden at the expense of further market liberalisation?

Two respondents took the view that to assist the introduction of market liberalisation, the EU or

Member States ought to introduce an independent monitoring system to prevent any abuses. Another point raised was that of the implementation of the current Directive: this was not being embraced by all around the EU, and was in consequence a great source of frustration.

Certain changes to the existing Directive were put forward. These included the non-classifi cation of offi ces as commercial premises; classifi cation of the fuel infrastructure under the aegis of centralised infrastructure; the removal of ramp handling for general aviation from the Directive; a better drafting of the insurance requirements on the part of ground handlers; and guidance for the case where a handler exits an airport, leaving a monopoly in his wake.

Aside from these points there was concern over changes to self-handling in the light of airline alliances, which could reduce the market opportunities for the independent provider. It was also suggested that companies offering handling should not be associated with either airports or airlines since a more focussed product offering would ensue. Utopian, perhaps, but a laudable aim notwithstanding. Finally, it was suggested that poor ground handling provision would adversely affect an airport’s reputation and consequently, it was advisable to take measures to ensure minimum standards for the end customer.

The Consultation, of course, is only just the start: the long process of formulating and modifying will now begin. Quite how much of the accrued wisdom will be adopted and quite when it might be made into a subsequent Directive remains to be seen.


PRM, CATERING AND CLEANING NEWSgategroup | Servair | February 2011

Servair has said that it is creating two production units in the Congo. To achieve this, it has established a partnership with a local company, Capital Sourcing & News Investments; the two organisations will respectively own 51% and 49% of the company Servair Congo. With these new units,

Servair is further strengthening its position as Africa’s leading caterer in two of the Republic of Congo’s key cities: Brazzaville, the political and administrative capital served by Maya Maya airport; and Pointe-Noire, the economic capital served by Agostinho-Neto International

Congo venture for French caterer

Caterer gategroup and Cara Operations have reached an agreement for gategroup to acquire Cara Airline Solutions, Canada’s premier airline catering and logistics provider. When completed, the transaction will immediately establish gategroup’s core brand Gate Gourmet as a major player within the Canadian airline services market, where it currently does not have a presence.

Cara Airline Solutions, which operates ten facilities at some of Canada’s busiest and largest airports, achieves annual revenues of approximately CHF200m. “Adding Cara Airline Solutions to our portfolio fi ts well with our strategy to increase shareholder value by taking advantage of attractive acquisition opportunities and growing with hub carriers in hub markets,” explained gategroup’s Chief

Canadian acquisition expands brandExecutive Offi cer, Guy Dubois. “This transaction will complement our market presence in North America, where management expects annual revenue will then approach CHF1bn. It will also allow us to leverage our skills and resources to achieve operational synergies and enhanced market access,” he added.

Cara Airline Solutions serves over 55 Canadian and international airline and

rail customers. Cara Airline Solutions’ key customers include Air Canada, Air Transat, Jazz, British Airways, Air France, Air China, Jet Airways, China Airlines and VIA Rail Canada, Canada’s national passenger rail service.

The sale of Cara Airline Solutions marks the fi nal milestone in Cara’s strategy to focus its operations on its branded restaurant business. Further details were not disclosed.

airport. Each possessing a production capacity of 1,000 meal trays per day, the two Servair Congo units are due be operational by late May 2011 and will employ approximately 120 people. The Brazzaville unit will be supplying 19 airline companies and the Pointe Noire unit 11 airline companies, including Air

Burkina, Air France, Air Ivoire, Ethiopian Airlines, Gabon Airlines, Lufthansa and Royal Air Maroc.

Separately, Alitalia’s catering activity, which until recently was fully integrated, has been entrusted to Servair Solution Italia. A seven year contract has been signed.

Factory tour


A groundingin powerAustria is home to a specialist GPU manufacturer. The company’s MD, Jochen Philipp, showed Alwyn Brice what goes on behind the scenes.

inz isn’t perhaps Austria’s biggest tourist draw. An industrial town, it has a hard time competing with the likes of Vienna, which is under two hours’ drive away. Steel here is an important source of income and because of its availability, engineering has become a logical by-product. Which is why, tucked away in a quiet

industrial zone, you’ll find Hitzinger, just one of many medium-sized manufacturing companies in this town.

A specialist in airport GPU supply, the company has other interests, too, which include diesel-driven UPS, hydro power applications

and alternators for use in railway engines. Its portfolio includes frequency converters and gensets and indeed, this latter was the raison d’être behind the original company that was formed back in 1945. Gensets, alongside switchgear and alternators, were the products marketed then and the railways were the company’s principal beneficiary.

This family-owned business prospered in the austerity of the post-war years and it was only in 1979 that the founder handed over the reins to his son, and later, to the son-in-law. A management buy-out followed before the HTI group acquired an 80% share in Hitzinger: the remaining 20% was retained by the employees. That’s how things have evolved and that remains the situation today, a time when Hitzinger has around 240 staff on the payroll.

Addressing aviationJust three decades back, Hitzinger branched out into the aviation sector. Having forged a reputation in the electrical and mechanical segments, it was approached to provide a GPU. A small quantity was duly manufactured and this initial foray was reinforced when KLM, unhappy at the time with its then current provider, asked Hitzinger to supply some GPUs for its own use. That set the ball rolling and aviation sector supply began to gather pace to the point that today around a third of the company’s output is airport-related.

However, according to Jochen Philipp, the last 24 months of recession haven’t exactly helped the enterprise.

“We saw production fall by something like 30% in 2009,” he admits, “but saying that, we’ve been able to offset that loss, because we picked up business at four airports which required frequency converters.” This has been a boon: Leipzig, Vienna, Toulouse and Berlin have all been involved in new airport or new terminal projects for which electric converters have been an important addition.

It’s an odd thing, but if you ask people in the industry about the number of GPU providers, the answer is likely to be in single digits. In fact, there are many more manufacturers, perhaps around 30, but of this total a lot are local, parochial operations, the products of whom are not found much outside their immediate vicinity. There are, then, perhaps seven or so major players who operate on the global stage and of these, Hitzinger modestly positions itself within the top three. Jochen uses the words “high end” to describe his product: for that, read “not cheap”; but then there is a very sound reasoning behind the financial statement.

“Handlers and purchasers are looking more now at the true cost of GSE,” he explains. “That’s to say, not just what the chequebook price is, but rather what the GSE will cost in the longer term. In other words, total cost of ownership. It’s my view that we have a GPU with the lowest TCO in the business: it has a lower fuel consumption than its rivals and it’s built to a higher standard. Depending on usage, one of our units could be good for 20 years whereas our frequency converters could see a working life of 25 years. That, I feel, is what sets our range apart from the rest in the marketplace.” It goes without saying that quality plays an important part in all this: a GPU can be expected to perform from anything between eight and 15 hours a day on the ramp, so it has to be dependable in operation. Attention to detail is also vital and indeed, the company won the Red Dot Design Award in 2006 for its work on its GPU range.

Hitzinger, like most GSE manufacturers, caters to the civil as well as the military sector and this latter segment takes around 10% of its output. This is a relatively small fraction, perhaps, but as Jochen explains, the figure isn’t static and can increase or decrease in a given year.

Production proper falls between diesel-driven and electric options. Electric sales are steady, says Jochen, but often the limiting factor is that of the airport infrastructure. In many respects the electric approach is the neater and, of course, the greener solution. Hitzinger’s centralised system has much to commend it: a fixed ground power room, with a frequency

L

Factory tour


converter, acts as the nerve centre and power can be fed out to the gates accordingly. Decentralised systems are also marketed and here stationary converters, which are highly compact units, can provide anything from 10kVA to 315kVA. Needless to say, mobile versions are also available to complete the range and units can be positioned on airbridges, if required. There is currently research underway on the viability of a fuel cell application but this was still at a very early stage at the time of writing.

All well and good – but other companies can probably equal this sort of production statistic. What, then, sets Hitzinger apart?

A question of qualityOne of the key attributes, if not the most critical, is that of product quality, a quality that arises from the fact that Hitzinger manufactures

the vast majority of its components in-house. A walk around the factory endorses this fact. Steel, predictably, is the least of the enterprise’s worries and a comprehensively-equipped toolshop allows for the manufacture of the myriad components that go into the build process. On the day I visited I was treated to the sight of huge presses cutting sheet metal as well as many other machines utilised in the fabrication of extremely high tolerance components. All scrap is recycled here, with nothing wasted. Although items like tyres, axles and engines are bought in, as indeed are the fibreglass wings that enshroud the GPU, the rest is virtually all manufactured within the factory. Engine choice is predominantly Deutz when it comes to options, with the occasional Cummins featuring in the assembly line. But such components aside, all the switchgear, electronic

controls and the alternators themselves are assembled at Hitzinger. In fact, since the operation has been growing, it has had to relocate to the other side of the street, where a new premises has become available that boasts around 20,000 square metres of space.

There is, not unnaturally, a degree of sub-contracting within this operation and Jochen reports that there are few hiccoughs in this respect, with parts coming through the door on a JIT basis.

The factory is slightly spread out in terms of its footprint but it doesn’t take long to walk around. The GPU is built on a simple assembly line, typically by just two staff, namely a mechanic and an electrician: around 24 hours are required to assemble such a unit. Behind the scenes, as it were, you’ll see the tortuous process that is the fabrication of the alternator: steel

Completed 150kVA in all its glory A lot of work precedes final location The finished product: Hitzinger prides itself on detail

Factory tour


rings, copper piping, unruly bundles of wiring and assorted other parts are all coaxed by hand into something tidier and more purposeful before the whole is treated to a coating of high temperature varnish that seals and protects the unit. Alternators here come in all shapes and sizes, with the biggest destined for ships or large factory installations.

After-sales is another part of the whole picture and in this respect Hitzinger relies on a round-the-clock, back-up operation. Commonality of parts helps keep inventory levels down and it prides itself on being able to supply parts for older equipment, too. Agents also keep stocks to ensure a fluid operation. After all, when you’ve had the responsibility of looking after the requirements of the A380, there’s no margin for error.

Design elementsViewing a finished unit, one appreciates more fully the thought that has gone into its design

and it’s thus perhaps not surprising that the company picked up that award mentioned earlier. The control panel is simple and has a minimum of buttons so that operators can quickly familiarise themselves with the unit’s workings. There’s diagnostic software, too. The rotating diode assembly is easily detached (if required) by the subtraction of just four bolts. Sensors are fitted under the hooks that accept the cable plugs: if these latter are not hung up after use, the sensors come into play to alert the operator. In this way there is no chance of the GPU being towed away with the cable still attached to the aircraft. The marriage of steel and fibreglass has been carefully arranged, too: the top shell, for example, does not fall flush to the steel chassis but rather lies inset. Thus any low level impact will be borne by the steel rather than the more yielding resin. The sides of the unit, which comprise bins for the cabling, are fitted with steel rolls which aid the drawing out of the cables proper. It’s this kind of attention to

detail that singles out the Austrian product from that of its competitors.

Hitzinger isn’t just a fabricator of GSE, though, for it is also an employer that has something of a social conscience. It has invested in the skills of the future: to do this, each year it takes on a number of apprentices, which can total up to ten or so. Thus, in some respects, Hitzinger’s future is assured and it’s not by chance that staff tend to stay at this company. There’s also a pool of skilled labour locally, which can be of use. Jochen himself started off here as a service engineer before moving on to the sales division: currently he’s residing in Singapore, where he is busy marketing Hitzinger’s products in the Far East.

Which brings us neatly to the subject of markets. Europe accounts for around 30% of Hitzinger’s sales with the Middle East and the Far East contributing the rest. Northern Europe is its biggest market, which comes as no surprise. Jochen’s company set out its stall a decade back in Asia and is now actively reinforcing the brand name there. With three main offices (in Singapore, Germany and the UK), its presence could well be termed strategic. The US is not of interest at present, though.

Intriguingly, in the pipeline, Jochen confirms that there are some interesting developments, which will be revealed later on this year.

Those attending the InterAirport in Munich might want to make a note.

Incredibly, the only way to tame the spaghetti is by hand

Much of Hitzinger’s labour recruited locally

Dipping process essential to protect the finished unit A lot of thought goes into the design elements The assembly line: military and civil sectors are addressed

Hi lifts & loaders


AMSS loaders in action, making light work of filling a Boeing 747-200. Their overall size can be appreciated in this image

No holds barredThey’re traditionally diesel-powered, they’re noisy and they’re heavy. But is that perception of the hi-lift beginning to change?

ast year, if nothing else, saw something of a reappraisal of the hi-lift loader. Not one but several companies began to actively highlight and promote the work that they had been undertaking in the loader sector; in particular, in making it a more user- and environmentally-friendly item of GSE.

Thus the likes of TLD and JBT AeroTech have brought to market electric hi-lift loaders, aimed squarely at those operations keen to reduce their carbon footprint. Meanwhile, German manufacturer Trepel has made the news with its prototypical electric loader which has been fitted not only with a new, easily-removed battery arrangement but which has also been running on lithium ion; and there has been Airmarrel, a company that has taken centre stage with its still highly novel, hydrogen-powered loader, which has been extensively trialled in Spain. With such a wealth of engineering talent available to this sector, surely the past 12 months have been busy?

Tough trading conditionsIn the UK, AMSS’s Andy Cookson says that the manufacturer’s most popular GSE in terms of sales receipts for 2010 were the company’s high lifts: both the Atlas and the 319 Olympic loaders performed strongly throughout the year and, most importantly, they have gained AMSS new customers in the Middle Eastern region.

“Notwithstanding the difficult trading conditions of 2010, AMSS continued to invest in its product range, in particular the Atlas MK5, which has benefited from load platform improvements,” Andy notes. “We’ve also introduced a modified cab design and improved the drive characteristics for Middle Eastern climates. The TSU range has a new lift basket configuration, with significant corrosion resistant features, as well as improved tank durability and better vacuum systems.”

AMSS, he declares, is quite ready to provide alternative power, namely electric, for its range of beltloaders and passenger steps. “Ahead of customer interest we are working on a hybrid model for our smaller cargo loader in readiness for future demands.

“We see the GSE market in 2011 as being much the same as it was in 2010, with the challenging trading conditions remaining throughout the year. However, business is definitely there to be won.

“As stated earlier, for AMSS 2010 has been a year of significant investment by the shareholder, particularly in the area of research and development, to enable an enhanced product offering in readiness for future opportunities in the marketplace.”

Meanwhile, at France-based Sovam, Julien Hautbois relates that the latest news concerning his range of GSE concerns that of modifications to his 7 tonne loaders’ access ladders. These enhancements have been carried out on the PEB7M and LM models and there have been other changes, like the adoption of LED lights

on the vehicles to make them more visible on the ramp in bad weather. The company also manufactures a 14 tonne loader.

Developments in solar power-assisted GSE have been confined to some of its passenger steps although it is interesting to note such developments, nonetheless. Electric power has been adopted by a specialist item of GSE in its range, though: the EASYMOV’X battery-powered platform. This compact, highly-manoeuvrable lifting bed has been designed for all indoor work, including aircraft maintenance. Its ATEX version is aimed at operations in a certified 1-IIA-T4 area. With four roller type wheels controlled by PLC, positioning of the EASYMOV’X is simple in the extreme. It is also fitted with a remote control box, anti-skid floor and a retractable scissor guard rail system for a totally safe operation.

Late in 2010 Sovam was acquired by Mecanelle. A useful doubling of the enterprise’s capital has ensued, so that the company can now further expand its activities as 2011 unfolds.

Another French manufacturer, that of Airmarrel, has made something of a name for itself with the above-mentioned hydrogen loader. With no likelihood of polluting or leaving emissions on the ramp, and virtually silent in operation, here is an example of engineering ingenuity that, whilst some maintain is ahead of its time, nonetheless makes a great deal of sense at the present.

The LAM 3500 Green ticks the myriad boxes so beloved of the environmentalist and as an autonomous vehicle, its place on the ramp should be assured. A hydrogen fuel cell provides the impetus and this is linked to the nickel cadmium battery. This coupling enables the fuel cell (which is effectively a small bottle of hydrogen that works in conjunction with oxygen) to provide electrical energy when the unit is at rest and has the effect of automatically recharging the battery in just six hours. Capable of delivering 220V and 2200W of power, Airmarrel reckons that this novel loader (which is just one of a range of loaders that span lift requirements from 3.5 tons to 32 tons) is both safe and highly efficient – and should provide the buyer with a payback period of around just three years.

Nearly 18 months ago, TLD took up the challenge of a battery-powered loader based on input from several key customers.

A specification was developed that would change the market expectation of autonomy and battery life for battery-powered loaders. The main goals were to operate with the

L

Hi lifts & loaders


speed and power of a diesel loader for a full day of heavy operation, up to and beyond the handling of 250 containers, before having the need to re-charge.

The TLD TXL-838-reGen, a 7 ton battery-powered loader, was the net result and TLD’s Jacques Roux declares that it is living up to expectations. Meeting (and even exceeding) its initial lofty goals has ensured that the TXL-838-reGen has the highest battery autonomy of any DC-powered loader on the market today.

During development, TLD studied how to re-use the energy that was available in the lowering of the loader’s elevator, rather than discarding it. These studies resulted in a system design that reclaims energy (regeneration) and uses it to supplement the battery during its next lift, in a way that avoids the wasteful and harmful spike of current normally encountered. The key innovation is the method, patented by TLD, of managing the energy flows through the use of Supercapacitors. These Supercapacitors are able to absorb and return energy to the system at a very fast rate compared to other energy storage devices and therefore ideally lend themselves to the cargo loader application.

The result has been a loader that can run two or three times as long between charges as any other loader in the marketplace and which possesses similar advantages in terms of extended battery life.

The German marketOliver Kesy at Mulag admits that loaders are only a small proportion of his company’s output but nonetheless was able to respond for the purposes of this feature. He relates that some loading transporters of the Pulsar 14 LT type found buyers within Europe in 2010. In fact, his product range was extended recently, with the

new development of the Pulsar 14 LT, which is effectively a loading transporter with some special features. Designed with a liftable platform, the Pulsar 14 LT can be used both as a container pallet transporter and a high loader for the loading and unloading of both trucks and aircraft. Easy and fast operation is possible with the hydrostatic drive, which operates through two hub motors on the rear axle; further, the unit is equipped with dual circuit power brakes with a vacuum booster.

“Alternative drive technologies, like gas driven engines with CNG or LPG, hybrid drives and fuel cell concepts, are important parts of our technological development and activities for a greener environment. Normally, because of the lack of infrastructure in terms of gas fuel stations, recharging outlets and so on, as well as cost considerations, the customer still tends to buy the classic diesel drive technology.”

As for 2011, Oliver feels that there may well be a gradual return to a more normal situation within the marketplace, although he’s wary of expecting too much too soon.

At Istanbul-based Timsan, the most popular GSE were catering trucks (specifically the CT5800) and the SBC7500 model belt conveyors. This latter, which is a self-propelled unit, benefited from a redesigned operator’s cab in 2010. Of interest is the fact that the company has been looking at the options available in terms of alternative power and has been modifying its passenger stairs and belt conveyors to run on electric power; in the longer term, the Turkish enterprise is aiming at extending this technology to embrace ambulifts, catering trucks and water and lavatory units. Despite the global gloom, Timsan’s spokesperson admitted that 2010 had been a successesful year for the manufacturer and it was hoped that 2011 would also follow the same pattern, as the world economy picks up.

For Trepel, the two most popular loaders in 2010 were its CHAMP 70 and CHAMP 140, but the company’s CHAMP 350, which is Trepel’s highest capacity loader, also found buyers.

“It is difficult to say where our main sales were in 2010,” admits Carsten Schimkat, “but sales in Europe were good; furthermore, Australia and India bought a lot of Trepel equipment in 2010. We have been promoting alternative power only in our 7 ton loaders and in our electric cargo tugs. Nevertheless, we are considering enlarging our

range of electrified equipment in the future.“It seems that cargo traffic as well as passenger

traffic is growing again. Therefore, we at Trepel are very optimistic in terms of sales of loaders as well as aircraft tractors for 2011.”

US activityAcross the Atlantic, JBT AeroTech’s loader sales were greatly improved when compared to 2009: this was put down to the airline industry beginning its economic recovery. According to Mike Melander, JBT AeroTech’s Loader Engineering Manager, one outstanding feature was the high ratio of heavy main deck loaders sold in comparison to lower lobe loaders. “This we attributed to the double digit air cargo recovery and the introduction of two new models, namely the Commander 40i and Commander 60i,” he explains.

“In response to our customer’s requests, JBT AeroTech introduced the Commander 40i and Commander 60i, with maximum lift capacities of 20,000 kilogrammes and 30,000 kilogrammes respectively, as replacements for the venerable MDL-40 and MDL-60 that have provided safe and dependable service for over 30 years. The Commander 40i and Commander 60i offer the same dependability plus the efficient features found in the Commander loader family, such as the Heliroll convey system, swing-out power module, solid tyres and a PLC electrical system with an onboard diagnostics facility. A new feature on the Commander 40i and Commander 60i is the patent pending LIFT smart closed loop automatic lifting system, which ensures smooth uplifts with improved stability for heavy or off-centre loads; and a fragile lift mode that is designed to handle sensitive loads such as livestock and electronic components. In addition, the Commander 60i’s rear platform is 1.5 metres longer than that of the MDL-60, enabling it to accommodate three, 98 x 125 inch containers, providing more efficient loading operations.”

As far as alternative power is concerned, Mike Melander adds that the 7 ton Commander 15i electric continues to prove itself as a very efficient cargo loader with ample power to drive long distances and operate on several flights between recharges. Loader operators have been very complimentary about the quietness and smokeless operation and have benefited from the same power and performance as their diesel Commanders.

“There has been considerable interest in the Commander 15i electric in Europe, where we recently sold units to customers in Austria, France and Sweden. In addition, at the International Airport Equipment Expo in Las Vegas last October, several customers discussed converting their existing diesel Commanders to electric power in order to comply with emission standards in California and other US locations with green GSE initiatives.”

Looking ahead to 2011, JBT AeroTech expects the airline industry to continue its recovery, with the prospect of improved loader sales as airlines maintain profitability and increase capacity with new aircraft deliveries. “However,” cautions Mike, “this could also create a downside if passenger and air cargo demand do not keep pace with the capacity increases. We also expect to see more customers opting for electric loaders as the ultimate solution for meeting emission compliance standards as well as reducing their operating costs.” German builder Mulag reports steady business and ongoing work in alternative power

Electric future on the cards for TLD


Lavatory and water trucks

oilet and water carts are, I guess, the unsung heroes of the GSE world. From the smallest executive jet to the biggest Airbus or Boeing, all have a requirement that will see a waste tank emptied at some point. Those waste tanks vary enormously in size, of course: and so the vehicles required to service them come in different capacities.

Whilst the design of this kind of GSE may not exactly be rocket science, nonetheless you can’t simply just go out and build a cart on a whim. For a start, because of the necessary hygiene requirements, both lavatory and water tanks rely on stainless steel fabrication. This is especially so in the case of lavatory trucks into which products like Racasan may be added: this is a highly corrosive cleanser, and so the builder generally has little other option. Ideally, tanks need to be manufactured with as few welds and seams as possible: consequently, large sections of metal are preferred to smaller when it comes to the building process. Galvanised steel construction is, in theory, viable but the reality is that because tanks made in this way require heating, large baths would be required – and the heating invariably affects the finish of the steel in question, which can result in distortion or an uneven finish - or perhaps both.

Design of lavatory and water trucks is heavily influenced by the aircraft itself. In very general terms, these units are built with a low profile because they need to be driven under a fuselage

without any danger of coming into contact with the aircraft’s skin. A shallow build, then, becomes the order of the day.

When it comes to discharging the waste from the aircraft there are two methods available: gravity or vacuum assisted. As might be expected, there are advocates of both systems. It’s fair to say that if vacuum-assisted, then the discharge process can be achieved more quickly. A vacuum-assisted operation will require the addition of a ball valve in the pipe work: and power for the vacuum is also necessary, of course.

Where cold climates are the target market then some thought has to be given to the overall design. Clearly, when sub-zero temperatures are encountered, then special preparations are required. This might take the form of a second skin or jacket around the tank which can be insulated: there’s no hard and fast gap between

the skins and 50 millimetres has been proven to work well. Warm air is circulated via a diesel-powered air heater so the whole design is akin to a wet suit in some respects. It’s important, too, to protect any pipework in extremes of temperature.

Whilst a lavatory truck is typically fitted with a movable platform to assist the operator, there is less requirement for this in the water truck. In fact, although manufacturers frequently offer both of these vehicles if they decide to address the sector’s requirements, the two disciplines are actually different. A similarity is that of the base material – stainless steel – and again, the smaller the number of parts required in the tank assembly, the better the end result will be. Hygiene is a top priority again in respect of both water carts and trucks.

The suppliersUK manufacturer Airside GSE has many years’ experience in the construction of both of these types of GSE and has sold units all over the world. The enterprise’s Mike Cardy points to many refinements that have become the company’s trademark over time: he likes to construct the tanks from three sections of steel, for example, and he has added the concept of a “floating” tank: by this, he means that the tank is insulated from the rest of the chassis through flexible mounts. This has the effect of obviating the chances of stress entering the feet of the tank and thereby causing problems at a later date. Airside can supply tanks for the biggest aircraft currently flying: top of the range is a 4,500 litre capacity model which actually

Waste disposalIn the trade they’re known as honey carts or honey wagons. Euphemisms aside, what’s the market been like in recent times for this specialist segment?

T

Airside GSE’s application based on many innovative details, honed over the years



divides up into a 3,000 litre compartment for waste with the remaining capacity given over to flush. Towable carts, diesel-powered carts and electric carts all feature in the company’s portfolio and to make sure that the lavatory trucks comply with all the requisite regulations, they are built to a maximum height of 1.64 metres. As would be expected, Airside is able to custom-build where requirements are specific.

Also in the UK is AMSS: the company’s Andy Cookson declares that he has had significant success with the company’s new model toilet service Unit, with which he has been opening up fresh markets in Eastern Europe and the Middle East over the course of the last 12 months.

Across the Irish Sea, Mallaghan manufactures a variety of lavatory and water trucks, typically spanning a range that includes 1,000, 3,000 and 4,500 litre units. Mallaghan first started manufacturing both toilet and water trucks ten years ago and now has units in operation in many countries and regions, including Ireland, the UK, Europe, the Middle East and the Far East.

As mentioned, there are three different capacities available, starting with the 1,000 litre unit for the low cost carrier user to the 3,000 litre and 4,500 litre versions that are used by companies in many airports such as Dublin, Heathrow and Dusseldorf. Currently, all of the toilet and water trucks manufactured by Mallaghan are mounted on a commercial truck chassis, such as Iveco or Mercedes. Mallaghan is, in fact, happy to build for any truck chassis and can easily adapt its mounting frames to suit the chassis. Its customers choose their own preferred chassis, which always varies from airport to airport, since choice is influenced by many factors such as local back-up support for the chassis.

The Irish company manufactures all tanks and components from stainless steel and on

the toilet trucks, a vacuum is fitted as standard. The rear tail-lift, which has a working height of 5 metres, is an option that is chosen by most customers. Another option is the full winterisation kit and this is a package that has been developed: it can be added to the truck so that it is able to operate in temperatures of -25ºC. Mallaghan’s customers report that both toilet and water trucks are very reliable and are well designed for routine maintenance.

Danish manufacturer Vestergaard may be better known for its de-icing equipment but it also fields a range of toilet and water trucks for the handling sector.

“Our small-to-medium sized SVTS/ SWS and MVTS/ MWS unit have sold well in various parts of Europe, including Denmark, Norway and Poland,” relates Jan Pojezny on behalf of the company. “But the preferred Vestergaard lavatory /water trucks continue to be the VTS/ WS series, which typically come with a 3,000 litre tank capacity.

“Over the past few years, we have had a very consistent customer base in the CIS countries; they require the robust Vestergaard design, which is ideal for operation in extremely cold climates and for driving on surfaces which are not always apron-smooth. The most significant order for us in 2010 was without doubt that of American Airlines, which required 49 VTS units for various AA stations. In terms of number of units sold, it is the largest single order ever in Vestergaard’s 48-year history.”

Vestergaard’s range of lavatory and water service trucks is being continuously enhanced and it recently expanded the tank capacity range. The basic WS/ VTS model is thus now also available in versions with 5,000 litre tanks, which is particularly useful at larger airport operations. This sort of unit (in fact, four in all) have been delivered to BA’s key Heathrow operation and

another example will soon follow, for operation in Abu Dhabi.

Customisation is a fundamental principle in Vestergaard’s trucks, and this can include anything from the chassis to the power source when it comes to the customer’s choice. This is exactly what Air France opted for, when ordering a fleet of electric-powered WS and VTS trucks for various stations in France.

“Thinking environmentally-friendly is inherent in our design process,” continues Jan. “This means a minimum energy requirement in all power systems, as well as for other aspects in lavatory truck operations. Take for example, our steam generator solution for removing blue ice off aircraft lavatory hatches. On a Vestergaard, it’s possible to use tap water, whereas some competing units require higher priced (and more energy-intensive) distilled water.”

Finally, Jan believes that the New Year holds a lot of promise.

“Vestergaard saw a very strong upswing in market interest for GSE, in particular during the second half of 2010. In addition to the usual urgent, seasonally motivated orders, in particular for our de-icers, we have received a significant number of orders for delivery in 2011 - and even beyond. This includes frame agreements with several customers, as well as the VTS order from American Airlines.”

In France, Sovam fields a range of toilet and water trucks, totalling some eight units in all. The smallest towable device has a 600 litre capacity whilst at the other end of the scale is the EP91 water truck, which is fitted with a 4,000 litre tank. Of interest to those keen on a cleaner ramp, Sovam introduced in 2010 two electric-powered water and lavatory trucks. The VT806 toilet truck has a 600 litre capacity of which 400 litres can be employed for waste with the rest turned over to rinsing water; whilst the EP806 water cart can carry up to 600 litres of drinking water.

The requisite energy is supplied by a 12 volt battery which sets in motion an electric pump for filling the tanks (with drinking water or rinsing water); whilst the draining process for the VT806 is achieved through the simple expedient of gravity. The pump can also be pressed into service for a mixing procedure (such as anti-freeze injection) and, moreover, there exists the possibility of re-heating and mixing via a secondary pump. Such an arrangement allows for recharging the battery through an integral charger mounted on the trailer.

Although Sovam doesn’t actually manufacture a chassis that runs on electric power, it has worked on solar-powered GSE (such as passenger steps) and, encouraged by this research, it has been looking closely at the

AMSS: fresh markets beckon Mallaghan able to offer a wide range of capacities Sovam can supply from 600 litres up

Vestergaard, the de-icing specialist, is no stranger to this sector



development of a zero-emissions solution for the water and lavatory truck segment.

A US perspectiveStinar’s comprehensive range of lavatory carts currently numbers five and it can offer three types of water cart. Typically the lavatory carts’ pumping systems can be operated by hand, electric motor or combustion engine. On-road versions are available and other features, such as a winterisation kit, can be supplied.

Another US manufacturer that supplies this type of equipment is Charlatte, although it is equally able to supply potable water GSE. Aimed at the regional jet market, the units’ 100 and 200 gallon capacities reflect this. A 400 gallon unit, based on the DC3 chassis, is due for unveiling later this year. Interestingly, for Delta in JFK, one of its toilet trucks was specially modified with a man lift to allow access to the sill height of a B757. All its sales have been electric-powered, serving to underline the company’s green credentials.

Aero Specialties’ Derek Rose says that the company’s most popular models in 2010 were the LC60-RJ1 lavatory carts, along with the WC80-RJ1 and WC 100E water carts.

“Growth of these products has been mainly driven by the expansion of regional and narrow body aircraft fleets among the airlines, especially in Europe. As the commercial air carriers continue to buy and fly more fuel-efficient regional aircraft, we are also seeing them operate more efficient and durable towable units, such as our RJ Series Cart, rather than operating larger lavatory and

water trucks. Additionally, towable cart systems allow for less expensive overall start-up and equipment costs, since operators can use baggage tugs that are already in their fleet to move the units, rather than purchasing a dedicated and expensive lavatory or water service vehicle.

“This being said, we have also seen interest in and purchases of our Lavatory and Water Inserts, which give our customers the ability to mount a lavatory or water service unit on to an existing fleet vehicle, such as a truck or small tug. These inserts also allow for a useful surplus of trucks and fleet vehicles at a later date, since the customer is not required to purchase a lavatory truck, merely a standard truck. This would subsequently be easier to dispose of.”

Derek reports that little has been altered or modified insofar as the technology here is concerned.

“We are offering more of our range of units as Inserts to meet fleet demands. However, our designs have proven to be very popular, easy to use and reliable. Thus, at this point, there’s no sense in changing a good thing. However, through the vast number of customers we have operating in extreme cold environments, we did add an option to our lavatory and water carts: this was an extreme winterisation kit, allowing operators and carts to be out on the ramp for extended periods. Basically we’re protecting the units from freezing in virtually any humanly survivable cold weather.

“We have always been a green company and have offered our lavatory and water units in an electric-powered configuration, amongst others.

These have always been more popular sellers than our fuel-driven units. Additionally, we are selling a large number of our newest product, the diesel hybrid JetGo 28.5v DC ground power unit. This is a combination diesel and electric power in a GPU that is highly efficient and easy to use.”

Derek further believes that 2011 will potentially be his best year ever for OEM goods. “Currently, our oxygen and nitrogen systems and lavatory/ water cart sales into 2011 have been much better than expected. The industry is certainly rebounding and aircraft sales, charter and service may prove to have a good year as well. As you know, GSE is the backbone of the industry and the basis necessary to get aircraft airborne: so the more aircraft out there, the better for our industry.”

Lavatory and potable water service vehicles manufactured by ACCESSAIR are now available with an automated control system that allows the operator to simply select the aircraft type to be serviced, thereafter allowing the unit to service the aircraft automatically, with minimal interaction from the operator. Based on preset quantities, this ensures that each aircraft is serviced properly and precisely and allows the operator to concentrate on monitoring his surroundings and equipment.

Moving this to the next level, the system is also available with a data logger: all processes are recorded and may be retrieved via Wi-Fi, a USB storage device or similar. This will allow a Station Manager, or other person, to view the exact RF signal (such as rinse and charge quantities) of the serviced aircraft for accurate record keeping.

At Ground Handling International we have always been keen to keep up safety standards but we can only make progress

with your help. Your stories and observations from the ramp are vital to these pages: so please keep writing in.

Details can be sent to the editor ([email protected]) and, as always, strict anonymity will be observed.

NEW YEAR’S RESOLUTIONS

It’s always good to start off a new year with some cheering news, so I’m delighted to report that Brisbane Airport’s Operations Centre Team has received the Australasian Aviation Ground Safety Council’s Ground Safety award for 2010.

Chris Barber (Vice Chairman) and Kevin Taylor (Chairman) visited the team and the award was presented to Peter Dunlop (Airside Operations Manager), with a dozen of the team in attendance.

This award was in recognition of the holistic approach that the team has taken to reduce the threat of FOD damage, whilst at the same time looking at ways to reduce the risks of runway incursion and wildlife management.

Peter was quick to acknowledge that the award was not only recognition for all the hard work of his Operations Team but also for the efforts put in by the whole of the Brisbane Airport community. Peter was happy to report that over recent years the attendances at the ramp safety meetings have steadily grown so that it is not

Next in the queue, arguably one of the most bizarre accidents in aviation history. Here, a carrier’s employee sadly died at an Indian airport after her right hand became entrapped in an airbridge as it was being retracted.

According to the press release, the woman immediately collapsed through shock and was rushed to the airport’s medical centre. Doctors unfortunately failed in their attempts to revive her. The airport police have since recorded a case of death due to

negligence, based on a complaint by the airport manager.

It appears that the accident occurred when the guest services officer of the airline and another were returning to the main building of the airport after ensuring that all passengers

on the flight had boarded the aircraft. The airport authorities have subsequently ordered an enquiry.

We can’t really comment further on this tragedy, apart from extend our condolences to the woman’s family.

BRISBANE AIRPORT PICKS UP SAFETY ACCOLADE

UNEXPECTED AIRBRIDGE FATALITY IN INDIA

There is, sadly, further bad news to impart: a report recently came to our attention in which an airline staff member died under the wheels of a ground power supply vehicle that was being driven by a ground handler at an

airport in the Far East.According to witnesses, a

Japan-bound aircraft parked at the airport’s Terminal 2 was designated as requiring aircraft ground power services. A ground handler was accordingly tasked with supplying

the aircraft with power and took out an aerial power supply car, which he put into reverse without seeing the airline ground crew member behind him. The car hit the crew member and rolled over him, killing him instantly.

Once again, it’s all down to awareness on the ramp: and most readers who have driven GSE will know that reversing procedures are highly dangerous at any time of the day and require a lot of extra vigilance.

AIRPORT CREW MEMBER KILLED UNDER UTILITY CAR WHEELS

That’s all for this issue. As mentioned above, please get in touch if you have something that ought to be shared with the industry. Safety, after all, is a daily business.

Kevin Taylor presenting the 2010 AAGSC award to Peter Dunlop, BAC Airside Operations Manager

uncommon to have about 40 people coming to the meetings.

An example of one of the initiatives that was introduced was that of limiting runway crossings to tugs and aircraft under tow. It was reported that during routine runway inspections, Airside Operations Officers were discovering torches, screwdrivers, spanners, headsets and the like. By eliminating other vehicles crossing, the Airside Operations Centre Team has reduced the amount of FOD

discovered by a staggering 99%.The Airside Operations Centre

Team have also made amendments to the Airside Drivers’ Handbook to reflect the above restrictions, and included that all vehicles with a tray that have the potential to carry a load must have a cargo net or tonneau cover; and when the tray is employed, all loads must be covered.

The AAGSC’s focus is to increase the awareness and promotion of excellence in aviation ground

safety. The purpose of their Award is to recognise the individual or team within an aviation organisation in the Australasian region and the employing company who has made a significant contribution to aviation ground safety within his or her organisation or to the industry as a whole.

The AAGSC would like to congratulate Peter and his team in their efforts to improve ground safety at Brisbane airport.

Ramp Safety Briefing



R A M P E Q U I P M E N T N E W SAirside GSE | Grenzebach Automation | February 2011

It’s not often we can report on a scoop but we start the New Year with just such an example. Brand new from Airside GSE is the Pegasus, which MD Mike Cardy believes to be a long-awaited answer for those who need to regularly load and offl oad horses (and indeed other, similar

animals).As can be seen from the appended

image, this is an elevating solution that can easily be towed into position for operation. Solidly constructed, the fl oor of the GSE is covered with non-slip material, thereby ensuring that quadrupeds can be safely

Have wings, will fl y

moved along its length. Its operating range is impressive: the Pegasus will effectively load animals on to

small aircraft (such as the HS146) but equally, is able to load all the way up to a B757.

The initial units were made ready just before the end of December 2010 and the very fi rst example was subsequently despatched to Farnborough airport. Cost-effective and simple to operate, this new GSE is expected to fi nd favour at airports that habitually handle large numbers of horses in any given year.

Grenzebach Automation, a noted supplier of automation solutions for airport baggage handling, is providing innovative, yet reliable and effi cient equipment to close the remaining automation gap between the luggage conveyor and the apron.

The Grenzebach, robot-based

Automated Baggage Loading Equipment (dubbed ABLE) is a fully automated system for loading bags and suitcases into ramp carts or ULDs. It has proved highly successful during extensive fi eld trials at a major European airport. Among other benefi ts, this system is said to triple throughput per

Grenzebach fi elds an ABLE solution

Logan Telefl ex has been selected to supply its advanced baggage handling system technology, knowledge and skills to Dar es Salaam’s Julius Nyerere International airport.

SITA, a specialist in air transport communications and IT solutions, has brought in Logan Telefl ex to provide a Departures BHS system as a key part of its build, operate and transfer contract with the Tanzania Airports Authority.

The project covers the entire baggage handling solution, including X-ray equipment and check-in counters.

Logan Telefl ex will supply and install 16 check-in counters and one out-of-gauge check-in, a single 100% hold baggage screening line, a horizontal make-up carousel and security doors for this important upgrade project.

The screening line includes innovative Rapiscan MVXR and 628XR

Julius Nyerere receives an upgradeX-ray machines with four workstations, giving Level 2 and Level 3 security screening. The latter X-ray machine will be used for manual screening of OOG bags.

The check-in counters and departure gate counters, immigration booths and various extra fi xtures will come from Gate Technology through Logan Telefl ex. Baggage transportation, roller and conveyor systems and weigh scales

will be supplied by Logan Telefl ex.The system will be equipped with a

programmable logic controller that will manage the conveyor using a special procedure called window reservation. This sections the conveyor into individual zones or windows, one for each bag. By this method, passenger waiting times will be reduced and the fl ow of bags through the system will be speeded up.

operator, drastically increase space effi ciency and comply with workplace health and safety regulations.

The ABLE solution consists of several modules. First, the baggage is analysed and parameters such as weight, geometry and type of bag are assessed. Optionally, baggage identifi cation via

barcode or RIFD can be made. The current height profi le inside the loading units is also measured. A load manager utilises this data to automatically calculate the optimal load position within the ULD. This automated loading system can be confi gured to suit any specifi c situation.


R A M P E Q U I P M E N T N E W S

Roller bed specialist Joloda Hydraroll has just announced a new pneumatic roller track system for the airfreight industry. Dubbed Trailerloda, the new low profi le, stand-alone system can be quickly and easily installed into a standard trailer, whether new or already in service. Importantly, it offers airfreight operators added options to buy, hire, contract or operate standard box trailers, curtainsiders or reefers as an alternative to long lead time, high cost, bespoke units. Alternatively, it can help operators respond to seasonal peaks or unforseen demand. It is particularly popular with the refrigerated vehicle sector since as the fl oor sits on top of the trailer fl oor, there is no need to cut into the fl oor for its installation. There are currently four vehicles using this application at the British Airways perishables centre at Heathrow airport and an additional six are on order.

Typical installation time is around 12 hours, based on two fi tters working together for six hours each. This is a 75% reduction in the traditional, integrated installation time, which normally takes two men up to four days. Removal time for the new system is similarly shortened to approximately eight hours, based on two fi tters working together for four hours each.

The total weight of the new system for a 13.6 metre trailer

works out at approximately 1,435 kilogrammes and the weight, including a typical existing trailer fl oor, is around 1,935 kilogrammes. This compares with the weight of a conventionally installed PRT in-fl oor system of 1,775 kilogrammes. Thus, payload penalty between the two is marginal and there is no price penalty between the in-build kit and the cost of the new Trailerloda system.

Trailerloda is designed for self-assembly and simply clips together with fl exible plastic joints. A typical standard 13.6 metre system is built in four sections, each 2,438 millimetres wide, and mounted directly on to the trailer fl oor. All four sections incorporate fi ve lanes of roller track, comprising three

Manufacturer on a roll with new idea

sections 3.2 metres long and one section of 3.7 metres.

Trailerloda utilises Hydraroll MK21 roller track which is still the preferred standard in the airfreight industry, not least because of its twin roller design. The MK21 track also provides greater manoeuvrability of ULDs inside the trailer and it is easier to drive fork-lift trucks or move pallet trucks and cages, because of the smaller apertures in the top plate. These smaller apertures also help to prevent débris falling through to the underfl oor area whilst the enclosed channel design also protects the airbags from potential damage. This feature actually reduces maintenance compared with a traditional roller track

installation.Load capacity of both the MK21 and

the MK4 is 550 kilogrammes per metre of track, making the load capacity for an installed Trailerloda fl oor assembly around 2,750 kilogrammes per metre. An added safety feature is that the top plates of the MK21 track are coated with polyurethane to give a non-slip surface for the ULD once the rollers are down.

Between the roller tracks, special aluminium fl oor plates clip together with a plastic extrusion and then clip into the main channels of the roller tracks with galvanised steel wedges. The fl oor section is then bolted or screwed down to the existing fl oor of the trailer through aluminium angles, which slide into the fl oor planks.

An end stop assembly, manufactured from a steel channel with a heavy steel base, is bolted to the door end of the trailer. This has built-in, fl ip-up pallet stops and heavy duty impact rollers.

The roller tracks are piped up from one side to the other through a quick exhaust valve and the pipes are subsequently led down one side of the section to the next. The air pipes from all four sections are then routed through the fl oor of the vehicle to a Hydraroll air control box, which is connected to a single pressure protection valve air receiver from the trailer’s suspension.

Muttenz-based specialty chemicals specialist Clariant is supporting the ZHAW School of Engineering in Winterthur in a major Research and Development collaboration target which hopes to achieve a breakthrough in anti-freeze technology. Sectors such as wind power, refrigeration and aviation will all benefi t from more reliable cold temperature performance and cuts in energy use if trials led by researchers at the ZHAW to prevent or drastically minimise surface ice build-up are successful.

Backed by Clariant, the GEBERT RUF STIFTUNG, the Swiss Federal Offi ce of Energy and RETC Renewable Energy Technology

Centre (a Hamburg-based joint venture between REpower Systems AG and Suzlon Energy), the project focuses on three research areas. These are anti-adhesion coatings to prevent ice from sticking to surfaces; condensation delay, to slow down the creation of condensation on cold surfaces; and anti-freeze coatings, to prevent water freezing on glass.

Clariant’s materials are being used in all three research areas.

Initial research began in 2007, aimed at eliminating ice formation on wind turbine rotor blades. Every year, the wind power industry incurs the heavy cost of heating rotor blades in order to ensure the continued operation of turbines during the cold winter months.

De-icing research could help sector The successful creation of an

anti-adhesive polymer-based coating to reduce ice from forming, or at least minimise the adhesion of ice so that the vibration of the rotating blades causes ice to fall off independently, will be a major step forward in allowing turbines to work effectively throughout the year and avoid high energy costs. Although various surfaces are still undergoing tests, results so far indicate new possibilities to protect turbine blades from ice formation using this method.

A new polymer by Clariant for the refrigeration sector could lead to appliances using less energy, and reduce the need for time-consuming de-icing processes.

The research team has created stable frost-protecting layers that drastically slow down the formation of condensation in hot and cold environments and consequently slows down the development of ice. The technology is currently being tested in a variety of applications, including freezers.

The creation of an anti-freeze coating that prevents fl owing water from freezing on glass may open new doors for the development of ice-free windscreens and aircraft windows without the need for heating elements and de-icers. Tests indicate that, depending on the system used, the coatings can ensure a delay in freezing time of between one to three hours.


Joloda Hydraroll | De-icing | BEUMER | GATE | February 2011

In order to respond to the extreme demands of special VVIP ground support equipment, the French group GATE has designed and delivered high quality GSE to important

customers and presidents all over the world. A specialised department within the GATE company, namely GATE GSE, which is located near Charles de Gaulle airport, works on

Steps in the right directionthese briefs. An example is shown here: a set of very exclusive electrical passenger steps (or more precisely, an escalator) that requires just one operator.

To ensure reliable and quick baggage handling for the European Football Championship 2012 in Poland and the Ukraine at Gdansk airport, general contractor Hydrobudowa Polska has decided to use the BEUMER autoverR baggage transport system.

BEUMER, a leader in the manufacture of intralogistics will supply and install a rail system with a length of 506 metres. There will be 44 vehicles, of the so-called BEUMER autocaR

Better baggage system comingtype, as well as 20 induction belt conveyors and 12 destinations. The BEUMER autoverR transports, stores and sorts checked baggage gently, economically, quickly and reliably. The intelligent BEUMER autocaR vehicles are equipped with an on-board controller and discrete drive unit. They move autonomously, silently and independent of each other through the rail system at a speed of up to 10 metres a second. The system is highly accessible and

requires little maintenance, thanks to the contactless energy supply.

A visual display system and the host system (a Sort Allocation Computer) are also part of the package supplied. It is expected that a BEUMER service team will supervise and maintain the complete baggage handling system on site for a period in excess of five years. According to the company, the system is scheduled for operation by February 2012.

Is the Department of Homeland Security making a rod for its back?

Following the media scrutiny of the printer cartridges that had been packed with explosives, the body has issued new security directives aimed at countering any future threat to aircraft. In addition to disallowing cargo from Yemen and

Somalia, toner and ink cartridges over 16 ounces have been prohibited on passenger aircraft in both carry-on bags and checked bags on domestic and international flights inbound to the US. This ban apparently also applies to certain inbound international air cargo shipments as well.

Adding that inbound international mail packages

must be screened individually and be certified to have come from an established postal shipper, the Department is, to all intents and purposes, leaning against an open door.

What next? Banning cartridges merely means that the terrorist will look to the employment of other innocuous means of transportation – doesn’t it?

LOADED CARTRIDGES SPARK KNEE-JERK REACTION

There seems to be no end to bizarre behaviour when it comes to what people believe they can take on board an aircraft. As if explosives hidden in printer cartridges didn’t

get enough publicity, a Michigan man was recently arrested at Chicago’s O’Hare International airport after a loaded handgun was allegedly found in his carry-on luggage. An

officer with the Transportation Safety Administration spotted the .38 semi-automatic during the routine screening process on the day of his flight. Apparently the gun

was fully loaded, with five rounds in the magazine and one in the chamber. No reason was given by the apprehended traveller for the carriage of the item.

Paris was in the news recently when it was revealed that no fewer than 16 baggage handlers at Charles de Gaulle airport had been convicted of property theft: in all, passenger

valuables to the tune of ¤450,000 were found to have been pilfered from bags in transit. The baggage handlers, who were employed by Air France-owned Trac-Piste, stole

an array of items including laptops, iPhones and iPods, video cameras, jewellery, perfume, GPS equipment, cash, travellers’ cheques and even designer shoes. Apparently the

loaders were wily enough to target certain flights to Switzerland and northern Italy, since passengers on these routes tended to carry items of higher value.

HAVE GUN, WILL (TRY TO) TRAVEL

ILLEGAL PERKS FOR PARISIAN HANDLERS

In an attempt to get passengers to watch its safety briefings, Air New Zealand has hit upon a novel method of ensuring that

everyone’s attention is focused. It has created a safety video in which members of the cabin crew appeared naked. Those

taking flights to New Zealand can take instruction from both male and female staff, who boast body-painted uniforms

and strategically-positioned lifejackets, seatbelts and oxygen masks in order to preserve their modesty.

Despite security checks, a Colombian boy recently managed to travel from Bogota to Santiago without any documents.

The 15-year old managed to evade a total of five security

control points at Eldorado airport in Bogota before boarding an Avianca flight to Santiago: this included immigration services, airline security and a private security company. He apparently took advantage of

distractions to bypass the security checkpoints on his travels. Once inside the aircraft he found an empty seat and remained there for the rest of the flight.

Needless to say, the incident has

raised concerns over the airport’s security levels. The boy was finally detained by Chilean police officers and taken into custody for further questioning. He was then sent back home on another Avianca flight.

US airport police have reported that an irate man returning to Indianapolis airport, who had lost his luggage, had to be subdued with a Taser.

According to the airport police, the passenger returned to Indianapolis on a late night Delta

flight. After finding none of his bags on the carousel, he proceeded to the Delta baggage claim office. Clearly upset at the loss, there the man threatened the employee verbally and said that he was going to break the windows in the office.

Security was duly contacted and one of the staff asked the passenger to leave the office. Upon his refusal, the officer drew a Taser. This prompted the passenger to leave but outside the office he started to push the second officer.

That persuaded the first officer to use the Taser and two rounds were fired before the passenger was finally brought under control.

As we went to press there was no update on the passenger’s missing luggage.

HIGH JINX – OR MERELY MORE MARKETING PLOYS?

SECURITY MEASURES QUESTIONED IN LATIN AMERICA

MAN STUNNED BY LOSS OF LUGGAGE AFTER FLIGHT

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Ramp Forum


FEBRUARY 2011A D V E R T I S E R S ’ I N D E X

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Airport Infra Expo, Brazil . . . . . . . . . . . . . . . . . . . . . . 20

Airport Show, Dubai . . . . . . . . . . . . . . . . . . . . . . . . . . 42

Aircraft Maintenance Support Services (AMSS) . . 3

ARINC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 31

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BIDAir Services . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 35

Bliss-Fox . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5

Dnata . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11

DOLL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7

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Hitzinger . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 45

JBT AeroTech . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21

Link Aero Trading Agency . . . . . . . . . . . . . . . . . . . . . . 37

Mallaghan . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 55

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Sage Parts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 33

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TLD . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 41

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X OPS Sodexi . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 49

Zebra Enterprise Solutions . . . . . . . . . . . . . . . . . . . . 19


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