Speaking exclusively to Air Cargo News, Hung said the shortage is worst on the transpacific trade and is the result of the knock-on effects of general supply chain disruption causing hold ups in transport operations.

“Airlines are finding it’s taking much longer for assets to be delivered back to US warehouses after collection by the consignee,” Hung said.

“Backlogs in warehouse operations for both airlines and freight forwarders, combined with transportation issues such as driver shortages and capacity constraints, are also impacting the availability of ULD pallets and containers.”

Hung added that ULD manufacturers are backlogged and despite running at maximum capacity they can’t fulfil the current demand.

Lead times for delivery of new ULDs is at least four to six months.

“Exacerbating the shortage, freight forwarders are running out of warehouse space and keeping ULDs as supplementary storage outside of their warehouses,” Hung added.

“Airlines are trying to combat the challenges by leasing more units, offering incentives for faster turnarounds in the US and expediting repairs.”

Airlines are also struggling to have enough pallets on hand due to delays in their return from customers.

“It’s also difficult for airlines to secure pallets from ULD leasing companies, even though many are willing to pay a premium for pallets,” added Hung.

“The shortage of pallets is going to continue to delay shipments, which will have an impact on the entire supply chain.”

Asked how long the shortage could last, Hung said it was very “extremely difficult” to predict given the uncertainty regarding future lockdowns – especially given the Omicron variant – and the impact that could have on air cargo.

Hung recommended that airlines utilise tracking technology and software, such as that offered by Descartes, to monitor ULDs and automate the demurrage process.

“[Tracking technology] helps carriers optimize the use of the ULD assets they do have by changing the behaviour of agents so they return ULDs on time.

“This provides visibility into the exact location of ULD assets and whose custody they are in at any time, and traces ULD movements easily to clarify any discrepancies.

“Technology also drives better forecasting and planning so airlines can identify ULD shortages before they occur and take proactive action as necessary, such as leasing or purchasing new assets.”

Descartes is not the only company to have noted a shortage of ULDs over recent weeks.

In November, Cathay Pacific director of cargo Tom Owen also noted a shortage of ULDs on the transpacific.

“Backlogs in both our and consignee warehouses, along with shortages of trucks and labour issues, are combining to make this very challenging,” he said.

Source: www.aircargonews.net

Image: www.pexels.lv

The post Air cargo continues to tackle transpacific ULD shortage appeared first on Cargo News Today.

Skyport processes more than half of the cargo moving through Prague Airport (PRG), where it operates an 8,300-square-meter, semiautomated facility with a 100,000-tonne cargo capacity. The handler was acquired in April by airfreight infrastructure investment firm Ventus and Sky Logistica, providing new funding for additional technology developments. In addition to PRG, Skyport also has handling operations in Slovakia at Bratislava Airport (BTS) and Kosice (KSC).

Air Cargo World spoke with David Adamek, chief executive officer at Skyport, about changes in passenger and cargo operations, future goals and expansion, and how the handler has navigated labor challenges throughout the pandemic.

Air Cargo World: With the recent acquisition of Skyport by Ventus and Sky Logistica, what improvements are in the works? Do you expect to expand to any additional airports?

David Adamek: We have focused on digital initiatives that will help to improve processes and adapt to the present requirements from airline customers, in particular concentrating on artificial intelligence, the digitization of the physical space and blending with existing software systems. We have overhauled a very traditional industry and digitised the entire process of moving a box from A to Z, with the help of our unique software platform.

As Ventus, we have an in-house technology team, which is mostly based on artificial intelligence technologies, and Skyport continues to nurture relationships with technology partners, too.

As far as additional markets are concerned, we will focus on improving what we have rather than expanding.

ACW: Many cargo handlers have experienced problems around labor shortages and high turnover. What has Skyport done to avoid or address those issues?

DA: Throughout the COVID-19 crisis, Skyport has retained its entire team and we focused on training to provide the additional skills that were required in the crisis.

We were lucky to have a robust team and robust infrastructure that allowed us to adapt swiftly to coping with volatility in cargo flows, where we had to adapt almost daily to erratic flight schedules and ever-expanding trucking volumes.

ACW: Have you added any carriers this year apart from Finnair Cargo? Do you expect to do so in the next year?

DA: Winning Finnair was a great achievement for us. With its existing air cargo infrastructure, Prague (PRG) airport can handle in excess of 200,000 tonnes of cargo a year and we are available to support the airport in attracting more traffic that will help to maximize this capacity.

Currently, the airport is operating at around 50% capacity, but it is not actively promoted as a cargo-friendly hub. We would like to put Prague on the map as a cargo hub and we’re available to work with all the stakeholders to achieve this, and to bring in more contracts like Finnair.

Source: www.aircargoworld.com

Image: www.pexel.com

The post Cargo Chat: Skyport’s Adamek on handling changes, future expansion appeared first on Cargo News Today.