Analyze the characteristics and development trend of one of its air cargo cases. urgent urgent urgent

Are you taking the BSP certification? What is the case mentioned in the title?

I'll borrow someone else's title to see if it can help you what:

Qingdao, a cargo owner award a batch of value of USD10000, 10 cases of silk fabrics through the A Airlines for air transportation through Beijing exported to Paris, France. After the delivery of the goods, by the B airline agent A airline on January 1, 2003 issued an air waybill. The air waybill stated that the first carrier was Airline B, the second carrier was Airline C, and that the goods were *** 10 boxes weighing 250 kilograms. Airline B transported the goods from Qingdao to Beijing, and on January 3, when it was ready to transfer the goods to Airline C according to the contract, it found that the goods were lost. On the same day, Airline B notified the cargo owner through Airline A that the goods had been lost. As a result, the cargo owner filed a written claim with Airline A for full compensation.

Answer:

The key depends on who the carrier of the air waybill is, if it is Airline B, then you can go directly to Airline B to claim. According to the Montreal Convention, the compensation limit is SDR17 x 250 = SDR4250, about $6,375

ANALYSIS:

Nowadays, the prevailing model in the air cargo industry is for agents to book space with airlines and settle the bill. However, this model often ignores the interests of the most important party in the transportation triangle - the cargo owner. In practice, the voice of the cargo owner is often not effectively communicated as airlines and agents control much of the discourse, and as a result, many cargo owners are speaking out about their own situation.

Negative impacts abound

It is a well-known fact that cargo can be lost unexpectedly (especially in transit) and broken, and customers often complain that cargo spends far more time stranded on the ground than in the air. While most shippers have to accept this reality, the many negative aspects of air cargo services have caused some customers to switch from air to ocean freight.

Needless to say, fuel surcharges are one of the top negatives. According to Peter Getty, vice president of the National Industrial Transportation Federation, a trade union of U.S. shippers, "Right now, air cargo pricing is inflexible, and airlines are too slow to respond to economic downturns and declining oil prices."

The European Freight Owners Association echoed these sentiments, "Prices have come down to a reasonable range due to declining volumes, but fuel prices have always been the most important consideration for our customers. in 2005, the level of the price of oil was $40 per barrel, and the fuel surcharge was only 30 cents per kilogram. At the beginning of this year, the price of oil was only US$30 per barrel, but shippers had to pay a surcharge of 60-70 cents per kilogram of cargo. We are hopeful that fuel charges will come down accordingly as oil prices fall."

Security regulations, particularly in the U.S., are another important factor of concern for shippers. As much as 50 percent of export cargo must be screened or scanned, but the U.S. government doesn't specify whether that 50 percent is half of an airplane's load, 50 percent of all agents, ground operations, or cargo at the airport, or 50 percent of each shipment. Security regulations are becoming more restrictive for cargo owners as a group.

Since many Canadian exports need to be trucked to U.S. airports, Canadian exporters are correspondingly affected by U.S. security measures. "If you are a 'known shipper' then the shipment will not require security screening." said John O'Reilly, Toshiba Canada's director for customs and transportation. Shippers who ship fresh goods bear the brunt of the losses. Michael, president and CEO of Boston-based East Coast Seafood, noted, "If we have a case of seafood cargo that needs to be screened for security, the entire cold chain breaks down, jeopardizing the sanitary status of the entire shipment. It typically takes five hours to get through the entire security check, and by then, the lobster is dead."

Of course, airlines and agents are not responsible for security measures, but they should try to minimize cargo losses by designing sensible processes, ensuring that all necessary data is obtained and submitted to authorities as early as possible, and other measures.

Tight Capacity

Another factor that airlines can control is capacity. According to David, owner of Alpha Association, a UK-based trading company that operates worldwide, "Shortages of space on certain routes can cause real problems. For example, there are only three major airlines operating on the UK-Africa route, and if they switch from wide-body to narrow-body aircraft, then we are in trouble. We have to ask our agents to book space 1 week or more in advance. If the cargo cannot be transported as planned, the agent needs to organize other cargo to fill the space. While we don't have to pay for unutilized slots, if this happens many times, the agent will drop our business."

The capacity shortage also explains why Canadian companies are trucking cargo to U.S. airports? Why do European shippers find that their shipments originate in another country?

If you're shipping hazardous materials, slots are even harder to find. Mike Pye, logistics manager at Aero Inventory, a global supply company for aircraft parts, notes, "Usually, dangerous goods can only be shipped via all-cargo aircraft, and we have a hard time finding suitable slots." As airlines make greater use of smaller all-cargo aircraft, available capacity in the market is decreasing. In order to get the slots they need, shippers often need to have a good relationship with the airlines.

In other parts of the world, the situation is worse. Not only are airlines downsizing freighters and widebodies as they evaluate their existing fleets, but airport infrastructure is making it more difficult for airlines to operate. As a result of the surge in delays at New York's JFK and Newark airports in 2008, the Federal Aviation Administration (FAA) has announced plans to auction off slots at these airports. This decision was opposed by the Port Authority of New York and New Jersey (PANYNJ) and put into law in December 2008, which delayed the auction, but the action is still pending. The auction program requires airlines to bid on landing and takeoff moments they already own, which PANYNJ expects will result in a 12% increase in costs and a reduction in capacity out of New York.

In other regions, such as Canada, the annual investment in airports is primarily aimed at passengers, not cargo. John O'Reilly noted, "Canada's air cargo industry cannot thrive without significant changes in areas such as infrastructure investment and service enhancements. As importers, we need more service at Toronto, Vancouver and some regional airports. Toronto's landing fees are among the highest in North America and among the highest charged airports in the world, which is not good for cargo operations."

Ensuring the integrity of the freight chain

Ensuring that the documentation chain is complete and correct requires the full cooperation of all parties - shippers, agents and airlines.Aero Inventory relies on its agent, Kuehne&Nagel, for documentation checks on most routes, but in the U.S. uses Fed Ex and therefore needs to rely on its own supplier for document operations. Mike Pye explains, "We have 500 suppliers in the U.S., and if one doesn't enter the data correctly, we're in trouble when it comes to customs."

Documentation for fresh goods is even trickier, with the biggest challenge coming from health department requirements. The documentation must follow the shipment once it's cleared in the U.S. If it doesn't arrive with the shipment, the shipment is put on hold; if there are problems with the shipment, the documentation is also held. In either case, the fresh cargo dies. Transporting fresh cargo is so tricky that East Coast Seafoods simply set up its own agency.

The airline industry has come a long way in transporting fresh goods. 10 years ago, most airports did not have cold storage, and there were no guaranteed priority procedures for fresh cargo shipments. But now, European legislation has improved procedures for handling cargo to and from Europe.

Flower shipments are often more problematic, as Arnold, import manager at Flora Holland, commented: "We have definitely seen good changes, but there is still room for improvement. Our flowers need to be kept at a constant temperature of 2 degrees Celsius, but at airports, on tarmacs or in airplanes, goods are often subjected to temperatures of up to 20 degrees Celsius. If the cold chain doesn't run the whole way, it can be difficult to bring the temperature down, especially once the shipment arrives in Europe."

Arnold requires agents to be able to ensure that flowers are placed in cold storage as soon as they arrive, and that they are kept in a vehicle at 2-5 degrees Celsius during transportation to and from the airport. Flowers should be loaded onto the airplane in the last minute, using facilities such as thermal cloths and blankets to protect the flowers before loading. The airplane should also be kept at a certain temperature at all times. "Even if you use a specialized cargo plane, not every employee knows how to operate it properly. The process of air cargo transportation is always risky."

That's why Flora Holland and many of her peers are shifting as many flowers as possible to ocean freight. While ocean freight isn't suitable for shipping all types of flowers, it's true that many varieties of flowers arrive in better condition after a two-week-long ocean shipment than they would if they were shipped by air in just a few hours.

In addition, compensation for lost shipments is low. The amount of compensation we get for lost cargo is pitifully small," said Mike Pye. The airlines use the Montreal and Warsaw Treaties for protection, and the compensation we receive is generally only $20 per kilogram. To do this, we need to buy separate insurance and go through the whole claims process again with the insurance company. We often get nothing for doing it, even if the loss of the goods was not our fault."

It seems that the best way to make cargo handling more efficient is to build a good relationship. But what does this mean for fragmented shippers and those who can't do that? Shouldn't it be the case that every shipper deserves good service? Shouldn't every employee be trained to handle special cargo and documents properly? The vast majority of the time, even regular airline customers lack sufficient confidence in the industry's ability to transport their cargo safely, quickly and efficiently. If customers turn their cargo to sea transportation, the air cargo industry has only to look for reasons on their own.