How does the CEO of Jettainer Ai and the human worker in ULD management see

In the race towards automation, most shipping leaders talk about replacing labor with machines. In Jettainer, the narration is different. For CEO, Dr. Jean -Wilhelm Breithop, the real value of digitization and AI do not lie in removing people from the equation, but in giving them more clear tools and a more clear vision. The goal is to manage the most intelligent containers, driven by data, based on processes, designed to fill the gap between technology and warehouse land.

Since assuming the position of CEO in June 2024, Dr. Jan-Wilhelm Breithaut has accelerated the digital transition to the abdomen. “We are greatly pushed forward the digitization of the two battles,” he said. “Our data warehouse was completely renewed, which is the basis for reporting and data management. We have recently presented the new NG Jettainer NG platform in March and we have already improved it.”
The latest upgrade from Jettainer’s statute adds the ability to move to the level of the sub -site. Breithautt explained that this is an important step, in converting ULD tracking into a tactical tool rather than a negative feature. “We are constantly looking for more enhanced techniques behind Ble. I expect it in the fall, we can report it.”

The promise to track the smart container lies in size. “You can reduce the number of missing units by one percentage point over the total fleet,” he said. “This is important.” However, real gains appear in the total efficiency. “When we take over a fleet, we can achieve between 15 to 20 percent in the volume of the fleet. In terms of use, flying legs monthly, we are more efficient than 25 to 30 percent.”
Technology plays a role, but also the human capital of the abdomen. “It is a mix between ULD control units with great experience, a well -advanced NG platform, and transparency of messages from the airline processing system enhanced with tracking technology.”

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Artificial intelligence began to reshape container management, although Breithaut is clear about its current restrictions. With the support of artificial intelligence, the frequent tasks in managing ULD flows can reduce the burden of control units. In addition, with more data and interfaces, there is another possibility to make efficiency enhance discounts. “But the main thing is to improve the data we receive from different sources, then explain this data and increase transparency. For example, this gives us a better understanding of the units in which the units and the time in which they remain there are located.”

Prediction maintenance, however, work is still on progress. He said: “There are many influencing factors that cause damage, depending on how the land handling factor treats units.” “The aircraft engine is not similar to the damage in a predictable way. With Usds, the driver of the forklines can collide into a new unit of nothingness.”

Amnesty International can design trends but not details. “You can predict damage across large numbers, but you cannot say anything permanently about one container,” explained. “The interpretation of what artificial intelligence tells us is relatively complicated. We believe this will be a field where we will see great advantages during the next 12 to 18 months. But at the present time, it has not been completely combined into our systems.”
Automation where it fits

Breithaupt is skeptical of the application of classic robots to process air cargo (similar to those in the auto industry) in the short term. “The shape of the goods is greatly different from one piece to another, barrels, large machines, and small items. If you work in the field of integration, processing boxes of the same size and weight, the robots are logical. In air cargo, it is another story. On the other side, I think, the guide mechanisms (AGVS) will be autonomous mobile robots (AMR)

Automation will mainly develop behind the scenes. “There will be a lot of digitization in the background: for example administrative jobs, data sharing, and stock management,” he said. “However, dealing with charging is still physically at least at least during the next ten years.”
Jettainer is already thinking of how roles develop alongside automation. Breithaupt imagines a more integrated presence on customer sites.

He said: “Some ULD management functions will be replaced by artificial intelligence. But we are planning to transfer some of our employees from the back office to our customer store hall.” “They will help improve ground handling processes and Usds in an actual time.”
This is not reducing its size. It is re -placed. He said: “We expect these colleagues to have a meager management experience and direct our customers through small workshops to improve efficiency.” “It is my transition over the years. Some employees will retire or transfer the roles. The remainder will be a group of professionals who focus on customers better.”

Accounting at the Earth level

One of the biggest challenges of aircraft lies in the quality of handling, especially in the Americas.
“In some parts of the world, for example, Usds dealt with relatively badly,” said Breithop. “Some ground treatments cut rubber doors with knives to get charging faster. This leads to expensive repairs and removes containers from blood circulation for several days.”

“In Europe and Japan, the damage rates are much lower. In the Americas, they are sometimes accepted to deal with containers directly on the ground, which greatly increases the damage rates.”

This leads to increased costs and the requirements of the fleet size for customers. “Any damaged container is a waste of the system,” he said. “We want to give customers the maximum transparency to negotiate better conditions with Ghaa or apply penalties.”
Central training and accountability. “Rule No. One: Usds should never be stored or dealt with directly on the floor. Always use a fried or slaves. If the steel steel fork is disrupted in an alloy, this will cause damage – sometimes to the container, and sometimes to charge.”

Despite ghettar training offers and guidelines, a high rotational rate in some ghas undermines continuity. “At a certain stage, the landline agent must be able to continue training their employees on issues related to ULD alone,” he said. “When the pieces become a natural practice, the root problem is not on the ground level. It is in driving operations.”

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To address inconsistent service susceptibility assessments, Jettainer experiences artificial intelligence in real world contexts. “We were the first ULD management provider to send a team to Hackathon as well as to take care of the Uld challenge in Hackathon.” “In iATA One Record Hackathon, we challenged the teams to develop an artificial intelligence app to support Earth processors in containing container damage.”

The winning application uses an AI model and recognizes images to guide users through the appropriate examination. “He recalls the evaluation instructions for a specific container type, demands the user to take a picture of the damage, and uses the recognition of the images to determine if it is severe enough for an inappropriate advertisement.”