(Vancouver Exclusive)—The 2013 Annual ULD CARE Conference was last week in beautiful downtown Vancouver, adjacent to the venue hosting the annual IATA Ground Handling Council meeting.
     With 74 participants from airlines and other ULD-related organizations, conferees learned that tremendous progress has been made in the 8 months since the September 2012 meeting in Shanghai.
     Here today is the launch of the ULD CARE website (www.ULDCARE.com), plus the first edition of the ULD CARE e-newsletter and the launch of various groups tasked with ULD initiatives. South African Airlines, Tampa Cargo, and TAP Portugal joined the group for the first time.


     Building on the 2012 decision to work closely with all components of the cargo supply chain, ULD CARE has taken the initiative to collaborate with the IGHC conference with a stand in their exhibition and a presentation on the opening morning, leading—it’s hoped—to closer integration of ULD CARE and the ground handling community.
     High on the agenda was an in-depth discussion on how the standard IATA 10-digit ULD identification code system (e.g. AKE12345AC) in use on maybe 700,000 ULDs worldwide might be adapted to cope with the proliferation of different configurations and new sub-groups of ULD that are found in the industry today and can be expected in future.
     The current format doesn’t lend itself to reflect present requirements such as lightweight units, fire suppression equipment, or temperature controlled ULDs. It goes without saying that any changes would trigger IT system modifications everyone wants to avoid.
     The IATA CBPP has recognized the need to add a heretofore missing format for ULD Rate Class Type in the next edition of Cargo-IMP. Another option is making a change to the ULD Regulations by allowing the use of position 4 as a code to designate a new category.


     Another key accomplishment of ULD CARE has been to carry out a major redesign of the current ULD Control Receipt, which on one hand is widely used to control the handoff of ULD between parties but on the other hand is still based on ‘60 SITA message format.
     The new user-friendly format will be presented to the IATA ULD Technical Panel for consideration as a replacement for the old format, opening the door for electronic messaging of ULD transfers between two or more parties.


     Citing heavy responsibilities at his carrier, UPS, Dick O’Mara announced that he’s stepping down as president of ULD CARE; former vice president Urs Wiesendanger (left) was elected president.
     Going through the list of forward-looking goals, Urs mentioned adding ten more airlines to the membership, as well as five more non-airline members.
     Continued development of the current system and smart phone apps will add value and facilitate tracking ULD transfers.
     Jettainer’s Irene Gräf, (right)Head of ULD Control Desk Europe/Asia, presented “Trends in ULD Management – supporting ULD Care and industry goals” focusing on main challenges including localization, availability, and damage prevention. Irene said, “With 89 percent of ULDs being handled by ground handlers and an average 50-60 percent of the total cost of ownership ascribed to ULD damage, development of not only lightweight but damage resistant materials is critical.”
     With professional dedicated ULD management services coming of age, making better use of data and digitization stands to deliver on the promise of dynamic ULD networks.
     Workmanlike detail continued with an ISO TC20 SC9 (the air cargo sub-committee of ISO TC20, Aerospace) liaison report that constitutes the technical reference for Civil Aviation regulations (TSO) and a number of standards and revisions dealing with straps and containers.
     Perennial topics such as a single method to test pallet nets, and environmental and degradation testing continue to be on the agenda.
     Furthermore, consideration will be given to more precisely defining non-certified ULD strength requirements, which was brought up at WCS.
     Bob Rogers (left) of Nordisk gave the regulatory update and highlighted the foreseen impact on the industry, with authorities moving rapidly towards life limits on any non-metallic items.
     Bob concluded by saying that “a TSO is not an operating instruction to use that item; it is an endorsement by an aviation authority that the TSO-approved item meets a certain minimum performance standard.”


     M2M (machine-to-machine communications) has taken the world by storm and the potential for using this proven technology in ULDs is both tantalizing and self-evident.
     Telemetry-equipped units can be visualized and locations shown on a map or satellite image.
     It’s also possible to create geo-fences around some areas so that when a ULD isn’t supposed to be moved outside a warehouse, a fence is drawn around the warehouse on the map, and an e-mail is sent if it’s moved outside that geo-fence.
     ULDs with integrated telemetry are the key to improving the active cold chain by reducing risks and increasing availability.
     End-users will have immediate access to quality data and peace of mind regarding product condition throughout transit. Partners within the active cold chain network will also have real-time condition alerts on units to facilitate proactive response procedures, maintenance awareness, and improved return procedures.      What are we waiting for?
      In his presentation to the IGHC meeting next door, newly elected president ULD CARE Urs Wiesendanger elaborated on the functions and benefits of the ULD demurrage system database and then took on the main issue between airlines and ground handlers when it comes to ULDs. In his words, “airlines are responsible and accountable to aviation authorities to use only airworthy ULD on all flights and for the costs associated with maintaining ULD in airworthy condition. While ground handlers are responsible to airlines for providing ground handling facilities for ULD, handlers have only limited responsibility for the care of ULDs, and also equally limited financial exposure.”
Ted Braun

     On April 29, 2013, in line with the new European Union security regulations, AF-KL-MP Cargo opened a new, innovative security screening method at the Schiphol hub. Dutch authorities approved the so-called Remote Explosive Scent Tracing (REST) method at truck level at the end of last year. It allows for screening an entire truckload of cargo at once by specially trained explosive detection dogs.
     Eelco van Asch, VP Europe: “Many customers are happy with this new service we offer them. The first week in operation was very successful. Many trucks have been secured without any disruptions. REST screening has been in place at our CDG Cargo hub for years and has proven its effectiveness, and now we also have a new and seamless process in place at our SPL hub.”
     AF-KL-MP Cargo believes that supply chain security is of crucial importance for European airfreight. As a major player in the air cargo industry, AF-KL-MP Cargo wants to support its customers to meet the adjusted European security requirements.
     Eelco van Asch: “AF-KL-MP Cargo is one of the first carriers in the Netherlands to offer this method. This new securing service emphasizes the leading position of AF-KL-MP Cargo and our continuous efforts to offer our customers a smooth and secure air freight chain.”

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     You can imagine our surprise when we discovered the big VIP dinner at the CNS Partnership Conference was served up alfresco via a half-dozen food trucks. Perhaps it was perfectly fitting; they were indeed reminiscent of the trucks seen at cargo areas around JFK and MIA.
     It was sweet to see the royalty of the global air cargo business queuing up for a cheese sandwich at one truck, a bowl of chili at another, pizza, ribs, what-have-you walking away from that chuckwagon circle of vehicles.
     Since we were way out west, imposing ourselves on a Native American or Indian Reservation at the CNS hotel complex, the semicircle of wagons seemed a little ‘on the nose’ . . . until we spotted one of the local chiefs zipping by our party in a 2013 Mercedes-Benz SL-Class.
     Usually cargo management folk beat it out of the office for an off-airport watering hole, or just bring their own sandwich.
     But today, food trucks are all the rage. There’s even a website that offers daily locations for food trucks in NYC: http://nyctruckfood.com/
     The food trucks of today are not your prepackaged, frozen slop servers of yesteryear. Gourmet chefs are eschewing high-price rental spaces and expensive staff in lieu of a “mobile food delivery” system, which can span neighborhoods, offer truly fresh meals, and always serve the crowds, wherever they may be.
     One Saturday recently (April 20th), Magic City Casino in Miami hosted the largest selection of Food Trucks; over 65 trucks formed a caravan for 2 miles, setting the Guinness Book’s World Records for Largest Food Truck Caravan!
     Still we can’t help but remember the genuine food trucks that we grew to love at JFK, like the legendary, always dripping Tobo Foods Rolling Cafeteria from the 1980s, or the Rikin Café On Wheels in Miami.
     The benchmark for food trucks has always been the Rikin Truck at MIA, which for many years was located in the middle of the air cargo area.
     At Rikin if you ordered Cuban coffee, you had to be sure to get the big container and a couple of those small plastic shot glasses to share the brew with others, plus maybe a small glass of water.
     Then everyone kicked back, Latin American-style, and watched aircraft disappear into the deep blue sky while sipping the thick, sweet piquant brew that means hospitality from Miami to the cone of Chile.
     Rikin is a food truck, but the truck is actually stationary and is surrounded by little tables.
     The Cuban sandwich ain’t bad either!
     But we wonder what lies ahead.
     With access getting more and more difficult to get a quick good-bye bite at airports, will air cargo food service trucks abandon the cargo workers for the short-term parking lots and deep pockets of passengers?
     Since most of these rolling restaurateurs are small business people who work on thin margins and cannot afford another truck, maybe they will opt for greener pastures on the other side of the field.
     Or will there numbers grow and multiply the menus and options for the rest of the world to the point where they will be circling the wagons, Phoenix-style at an airport near you?
     Stay tuned . . .
Geoffrey/Flossie

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