A320
Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine; Flight Crew Instrument
Flight Crew Last 90 Days 216; Flight Crew Total 6032; Flight Crew Type 3230
Communication Breakdown; Situational Awareness
Deviation / Discrepancy - Procedural Hazardous Material Violation; Deviation / Discrepancy - Procedural Published Material / Policy; Ground Event / Encounter Other / Unknown
Flight Crew Returned To Gate; General Flight Cancelled / Delayed
Human Factors; Procedure
We taxied to runway more than an hour behind schedule; after our inbound aircraft arrived late. Upon reaching the end of the runway; number one for takeoff; we could not acquire our final weight and balance data from Load Planning. We pulled to the side (both engines running due to prepared for takeoff). After some 30-40 minutes and numerous calls to [ZZZ Operations]; it was determined we had a Hazmat issue onboard and would need to clear the movement area to allow a ground crew to check/verify/redo what our ground crew at gate XX had obviously missed. Arrived onto 'Spot X' and shut down both engines. After another 10-12 minute wait; the ground crew arrived; 'adjusting' whatever was needed to make us; 'legal'. We opted to wait to start engines until all paperwork [was] received; final weights and final dangerous goods report. The final dangerous goods report never came.Fuel load sketchy; we opted to return to the gate to acquire 2200 pounds more fuel (our current fuel was right on the edge of comfort for me at that point). 5 minutes and on our way...no big deal for the comfort of options upon arrival to ZZZ1. On arrival to [the] gate; the fueler arrived immediately. Unfortunately; the refuel gauges had quit working. More delay. Eventually; two maintenance technicians arrived and fueled us utilizing the gauges in the cockpit and one tech in the cockpit in communication with the other tech on the ground to get our fuel situation remedied. It worked.During the interim; I checked our Flight Operations Manual and it clearly states that lithium batteries do not require Captain notification. But if this Hazmat situation is so dire that we need to return to the gate area to address it; shouldn't I be notified of what it is? I thought we no longer carried lithium batteries in the cargo area? Am I remembering wrong or are there issues with our Operations Manual?Now; with our fuel onboard; all required paperwork (no dangerous goods report); we looked to close the cabin door and could not find our [gate] agent. I walked to boarding area and got her. She was out front with two customers (if I didn't do that; how much longer would we have just sat there...?). She came down; checked with my Purser; and I expected to hear the door shut. We were rerunning all of our checklists at this point. Verifying all switches were in the appropriate position (we had been struggling with poor aircraft during this entire delay and the maintenance tech had been aboard doing what he needed to do). As I left my seat to recheck what was going on; I finally heard the door close (3-4 minutes?).Next; I turned my attention to our ground crew that I had performed a radio check with only 5-7 minutes prior. I could not raise them. I looked out the window and saw two (could not see third) of my ground crew utilizing their cellphones. Pushing the 'cockpit to ground' buzzer was ineffective so my First Officer utilized his flashlight to get their attention. Finally successful (again; had we not been proactive; how long would we have sat there awaiting other members of the [Company] team to do their jobs). Although not SOP; the verbiage from our ground crew allowed for an uneventful pushback. We taxied; took off; flew and landed uneventfully arriving with 1 hour of fuel onboard. Had we not added that extra 2200 pounds of fuel; we would have been required to [advise ATC of low] (fuel) and demand priority handling.Not a great moment for [Company]:1. HAZMAT issues need to [be] handled professionally and given the due that the moniker implies...hazardous materials/cargo.2. Dangerous goods is a very ambiguous term. How about we agree that ANY HAZMAT by definition; is probably a 'dangerous good' and maybe we should ensure the cockpit is notified of its presence?3. Lithium batteries. Can we get a little guidance here? Wasn't it a lithium battery that caught on fire in the ZZZ passenger terminal? Yes; a few years back and while recharging; but... Wasn't it lithium batteries that overheated on the 787 that caused a grounding of the fleet for a time? Again...a little dated... I am certain I have been reading about lithium batteries not being carried in the cargo holds; yet they are not even considered hazardous or potentially dangerous?4. When we have a situation where we may have some passengers deplaning while others stay onboard; is it possible to get our solo gate agent a little help? Do not need to be able to run the computer screens. Just someone; in authority; with knowledge; that can assist ON the airplane.5. Cellphones need to be put aside while ground crews are out on the ramp unless needed for an emergency or for company business related to that flight.6. Our customers deserve and have paid for our best efforts every time. People [haphazardly] doing their job; or not doing their job (while playing whatever on their cellphones) is not the contract we made with our customers when we took their hard earned monies. Where are our Supervisors? Each of these people work for someone.
A320 Captain reported communications breakdown between flight crew and Dispatch regarding Hazmat cargo issues resulting in ground return to gate. Incident highlighted the need for additional Hazmat training of ground personnel.