A silly question: the export activities of personalised clearance must always be carried out (for example. B from the EU to Asia?). In practical terms, what documents should be produced? Do I need a forwarder or can a company create such documents on its own? Thanks in advance for the answer: If an airline can get more from another sector through perishable products, it will create other barriers, which is why we are entering into these block agreements. Fukashi Sakamoto, President and CEO of the NCA, said: “The NCA has been in Singapore for over thirty years and we are pleased to take further initiatives to partner with AIS as part of this agreement. The proposed code-sharing service will pave the way for future businesses and improve customer satisfaction. “Last year`s peak season was the first time we had to sign a block agreement for flights from London Heathrow,” Bosman said. “We signed them for other gateways, of course, but it was new for Heathrow, as we recognized, if we didn`t, we would fight. We were also one of the only carriers to do that. Under a codeshare agreement, participating airlines can present a common flight number for a number of reasons, including: “In the past, exporters could choose and select their airlines, but now they have to work more collectively during the off-season to get the place in high season. A codeshare agreement, also known as codeshare, is a common commercial agreement in the aviation industry, in which two or more airlines publish and market the same flight under their own airline manager and flight number (the “flight code”) as part of their published flight plan. Typically, a flight is designated by an airline (technically referred to as the “administration company”), while seats are sold by all airlines that have cooperated with their own name and flight number. Under a codeshare agreement, the airline that manages the flight (the airline that holds the operating licenses, slots and flight planning/management and is responsible for ground-handling services) is often referred to as the CXR ope operator, although the term “carrier administration” of IATA SSIM is more specific. The reason is that a third party may be involved, usually in the event that the airline initially wishing to fly is forced to hire a subcontractor to operate the flight on its behalf (usually a wet ground lease, i.e. an aircraft is crewed and all flight facilities, usually due to capacity constraints, technical problems, etc.).
In this case, the airline carrying the passenger should be designated as an operating airline, as it is the airline that carries passengers/goods. Due to the increase in demand – which is mainly due to the increase in e-commerce turnover – road hauliers in the perishable goods sector must decide whether to sign bulk contracts or lose space. Nippon Cargo Airlines (NCA) and Singapore Airlines Cargo (SIA) have signed a Memorandum of Understanding (MOU) to develop a strategic partnership based on existing block agreements. In an interview with The Loadstar at FruitLogistica in Berlin, Bosman said his company would “definitely” sign block space agreements. Most major airlines today have codeshare partnerships with other airlines, and code sharing is an essential feature of major airline alliances.