In addition, Ethiopian Cargo - Logistics Services uses Interline Agreements (SPAs) with other airlines to expand its network and provide more opportunities for valued customers. Currently, Ethiopian Cargo SPA (Special Prorate Agreement) has more than 97 airlines. These agreements open up new markets for Ethiopian trading partners and achieve all objectives. The Ethiopian also has truck service agreements to certain destinations to which it is not heading. Ethiopian Cargo - Logistics Services, Africa`s largest airline, offers scheduled cargo flights to 57 destinations with 12 special cargo aircraft, including 10 B777-200Fs - 2 B737-800Fs. In addition, Ethiopian transports cargo to more than 125 international destinations around the world using Ethiopian passenger aircraft that maintain cargo capacity. The Multilateral Interline Traffic Agreements Manual (MITA) contains interline agreements for passengers and freight, which set out the basic rules that airlines apply for collecting money and issuing documents for the transport of reciprocal services. Order the MITA manual now. PIA flies to 25 international destinations around the world and more than 16 domestic points throughout Pakistan. We offer our global freight customers improved connectivity and market access by shipping their freight/freight with the help of our SPA partners (through special rate agreements) The freight regime for freight is perhaps the greatest risk under a payment agreement to be paid - the risk that the payment guarantee is less than a full year of obligation to take or pay, so that the seller stays unsecured for the rest. In the case of a cargo-by-cargo operation, the seller may suspend shipments or deliveries and terminate the contract, either before or on that date, when it reaches the buyer`s credit support limits. As a result, payment security requirements may be less onerous for buyers, as they would no longer need a guarantee to cover one-year freight payments.
In addition, for the calculation of net proceeds, the additional and additional costs associated with the missed cargo are charged on the value of the freight resold. Coverage of these potential costs is not carried out under the traditional OTC contracting regime. From the buyer`s point of view, he would lose the advantage of the obvious flexibility that the take-or-pay system offers, but he would not have to wait to take quantities of makeup, and risk losing such quantities if he does not provide for them until the expiry of the contract. Before presenting and analyzing this new "Cargo-by-Cargo" contractual structure, we will first review the traditional take-or pay structure. In simple terms, the take-pay obligation is a buyer`s obligation to either take charge or pay for a specified quantity, this obligation being generally measured during the relevant contractual year.3 The context is that a typical GNG SPA contains a clause indicating the "annual contractual quantity" or "ACQ" which is the total amount that the seller can sell and deliver, and the buyer may be obliged to take over and receive during the year. The ACQ is then adjusted by certain quantities (usually included in the quantities for which the purchaser exercises its flexibility rights up or down, the amounts of make-good LNG requested by the buyer to restore previous quantity reductions and other authorized operational adjustments) to result in the "adjusted annual contractual quantity" or the "AACQ". The most important thing is that the LNG SPA usually requires the buyer to take or pay the AACQ at the price of the current contract if it is not taken.
Published by: Noli