Driverless machines are perhaps the most revolutionary technological advancement in ground operations to date, not least because they are expected to transform airside activities, greatly enhance safety and efficiency, and address some of the most pressing challenges ahead for aviation, writes William Hallowell
Of all the innovative solutions being trialled for ground support equipment today, autonomous technology is perhaps the most exciting. Indeed, there are a number of new onboard technologies that are taking the industry by storm – including AI, telemetry, anti-collision and inching tools – in a bid to enhance safety and efficiency on the ramp.
Autonomy, however, is arguably the most revolutionary. Driverless GSE is expected to completely transform airside operations in the near future by addressing the shifting needs of ground handlers on the ramp.
‘Moving the needle forward’
More than ever before, operators want to be safer and more efficient – and these are key industry requirements that autonomous GSE manufacturers promise to meet. The innovators at the helm of this exciting technology believe driverless vehicles will also help to address one other major challenge that ground handlers face today: the global labour shortage.
As Tenille Houston, vice president of public relations and communications at UK-based autonomous GSE manufacturer Aurrigo, tells Airside: “GSE hasn’t seen much change in the last 40 years. Aurrigo is striving to offer the most radical change to ground support equipment in decades – and we have big airports and airlines behind us that believe this innovation is the next step forward.”
Houston says the main business case for autonomous technology is “reducing ground handlers’ reliance on manpower, but also reducing the strain on workers themselves” by taking on some of their workload.
“The other big selling points of autonomous GSE are safety, efficiency and moving the needle forward. If ground handlers want to improve safety and efficiency on the apron, autonomy is the way to go,” she explains.
According to Houston, driverless GSE can dramatically improve safety due to the reliability and repeatability of vehicle behaviour. Aurrigo’s vehicles also have sensors that detect when someone or something is nearby, which means the likelihood of vehicle or aircraft collisions on the ramp can be greatly reduced.
In the last few years, Aurrigo has been involved in a number of autonomous GSE trials around the world. In May this year, it was announced the company will provide one international airport with a fleet of four autonomous, electric Auto-DollyTug baggage tractors, which CEO Professor David Keene described as a “milestone moment for the aviation sector”.
Tenille Houston, Aurrigo
The company declares that its Auto-DollyTug will play a “critical role” in enhancing efficiency as well as making environmental improvements and alleviating the labour shortages impacting aviation today. Houston tells Airside: “We want to provide the most technologically advanced and manoeuvrable vehicle on the market today, and we were able to do that with the help and guidance of our partners.
“For example, we encounter challenging weather conditions from heavy rainstorms to extreme humidity at one airport we are working with. This led to the development of our rain sensing algorithm to operate in rainfall as intense as 50mm per hour, which is a significant accomplishment.
“As we expand to more airports, we’ll continue enhancing the features of the Auto-DollyTug and further increase the capabilities of our vehicles to demonstrate the potential of autonomous technology to the market.”
Aurrigo’s Auto-DollyTug is a fully electric vehicle that can automatically load and unload baggage and cargo. The manufacturer’s portfolio also includes the autonomous Auto-Dolly baggage transport solution, Auto-Shuttle passenger and crew bus and Auto-Cargo pallet and ULD transport vehicle – its latest solution. Aurrigo also provides software solutions via its Auto-Sim 3D digital twin and Auto-Connect fleet manager and data visualisation platforms.
Pictured: Aurrigo’s Auto-DollyTug
Indeed, the company has carried out trials for its portfolio of equipment globally, including at Stuttgart in Germany and Inverness in Scotland, and most recently it opened a new office at Cincinnati/Northern Kentucky International Airport to support the deployment of the Auto-DollyTug in the US.
For Hactl (Hong Kong Air Cargo Terminals Limited), autonomous vehicles form part of the company’s long-term operational strategy, according to CEO Wilson Kwong. He tells Airside that the company is currently working with its partners to develop a fully autonomous ramp operation – and is very optimistic about the possibilities for driverless vehicles in its cargo operations.
“Autonomous GSE can work continuously around the clock, reducing the time and labour required to perform and complete tasks that have traditionally been manual,” says Kwong. “This means it has the potential to reduce reliance on manual labour and enhance service stability, particularly during adverse weather conditions.
“With the increasing challenge of recruiting staff for ramp work – which is often unpopular due to long commutes from residential areas, shift working and working outside in inclement weather – autonomous GSE provides a solution and frees up valuable human resources for tasks that make better use of their skills and experience. It could also alleviate some safety risks due to driver fatigue.”
While trials continue at airports globally, there is consensus amongst industry players that autonomous GSE will one day play an everyday role in ramp operations. Kwong asserts that already “the technology is mature and perfectly capable of taking over from manual vehicle driving”.
But there are still some additional tasks specific to Hactl’s ground operations that require solutions to provide a fully driverless system, he explains. These include pushing ULDs from dollies onto loaders and setting up dollies’ stoppers.
“Besides,” Kwong adds, “the operating zone of autonomous vehicles sometimes falls within aviation-restricted areas, where both security and safety require more stringent control. Maintaining a balance between safety and efficiency is one of the key challenges we will address in [the development of autonomous technology].
“More sophisticated applications and smarter design to accommodate ground operations are to be expected as autonomous technology continues to evolve,” says the Hactl CEO.
Wilson Kwong, Hactl
Kwong is firm in his belief that driverless vehicles are not an industry infatuation. He concludes: “Once we overcome the aviation-specific technical and operational challenges to provide ramp equipment that requires no human intervention, the future for autonomous ramp vehicles looks promising.”
Fabio Gamba, director general of ASA World, of which Hactl is a member, agrees the technology is impressive and that there are ample opportunities to streamline ground handling operations by rolling out these vehicles airside. But one of the challenges handlers have to navigate today, he says, is the initial cost of the equipment.
“The equation is simple,” Gamba declares. “For ground handlers it comes down to the investments required versus efficiency of the machines and the return on these investments over however long.
“Obviously with increasing competition, prices will come down. We all know that buying an autonomous machine is more expensive than buying a traditional vehicle, and we also know this is a rather conservative industry.”
He adds: “The first step is always the most difficult, but if things progress and we see satisfactory ROIs [return on investments], I’m pretty sure you will have, and you already have as a matter of fact, the first bold companies willing to give autonomous vehicles a try. And after all their operational issues are solved, those companies that invest in the technology will have made a clear positive investment and the goal will be open for others to adopt this technology, and the prices will eventually fall.”
Pointing out that all equipment for the aviation sector must meet high specifications to provide an extremely high standard of reliability, and that concerns about the high initial investment could hinder the development needed to achieve those standards, Kwong says: “Some of these development costs will be met by larger operators like Hactl, paving the way to greater industry-wide uptake that will inevitably bring costs down for later entrants.”
Autonomous tractors will be progressively integrated into Hactl’s fleet
Ground handling will always be ‘labour intensive’…
While Gamba recognises that driverless GSE is generating a lot of excitement today, he warns that “we have always been a labour-intensive industry and I don’t think that is going to change in the coming years” – in spite of what some of the most ardent proponents for autonomous vehicles are suggesting about solving the industry’s workforce challenges and supporting existing manpower.
Nevertheless, Gamba reveals that airlines are very enthusiastic about this new technology.
From conversations with the International Air Transport Association (IATA) and Airports Council International (ACI), Gamba’s assessment is one of cross-industry excitement. He says that while airlines see opportunities for enhancing productivity and operational efficiency, airports are keen to demonstrate to passengers that they are state-of-the-art aerodromes that possess the most modern tools.
…But what opportunities can be leveraged with automation?
Indeed, what automation on the apron may reveal in time is that, although different stakeholders may have different priorities, they are not in conflict. While airlines may identify opportunities for better turnaround times and productivity, ground handlers too see cost and efficiency savings – and airports want to attract new business. All parties can potentially benefit from autonomous operations.
As Gamba points out: “IATA and ACI have working groups on this, and so do we. ASA World is looking at how to give the GSE manufacturers the best possible operational requirements to make it easier for them, so that ground handlers can say, ‘These are specifications we’re looking for, forget about everything else.’
“We have a good working relationship with these industry groups because at the end of the day we understand these vehicles can be introduced for the common benefit of us all. There is no ‘but’, other than to say it will probably take some time to develop and integrate these vehicles into ground handling operations more widely.”
Airports and autonomy
Fraport is one airport operator that identifies lots of opportunities for autonomous GSE – particularly where the global labour challenge is concerned. Dennis Stein, vice president of logistics and information management at Fraport Ground Services, tells Airside: “The introduction of autonomous GSE is key for alleviating labour shortages and enabling the aviation industry to meet increasing demand in terms of airlines’ steadily increasing requirements.
Autonomous baggage tractor trials at Frankfurt
“The expectation is that this technology will attract new talent, and especially individuals with IT and engineering skills who will be indispensable for supervising and supporting fleets of autonomous equipment. Work environments that are now static will evolve into dynamic, high-tech settings and autonomy will pave the way for fully transparent processes that let customers track their baggage or cargo in real time, therefore improving the quality of service.”
Stein agrees with Gamba that humans will continue to play a “crucial role” in ground handling operations. “It is necessary to carefully manage how autonomous systems are integrated to ensure that employees and technology work together smoothly in the apron environment,” Stein says.
In late March, Fraport completed the first test run of autonomous cargo and baggage tractor operations at Frankfurt Airport. Overall, the system performed well under dynamic conditions, including changing weather and varying traffic volumes, Stein says.
He tells Airside that the trials enabled Fraport to identify the technical, operational, regulatory and organisational requirements such as training to hone autonomy on the apron. The airport operator is now conducting additional tests to investigate these needs in greater depth. Stein is “convinced” that autonomous GSE holds “considerable promise” and reveals that Fraport plans to continue trials in the near future.
He emphasises: “Whether or not we will actually deploy these vehicles going forward will depend on what we learn – but we can already imagine using them for non-time-critical baggage transport. Our vision is a future in which humans and machines efficiently collaborate without any operational constraints.
“One of the critical parts of implementing autonomous GSE is managing the transition in the workforce. To ensure smooth integration of activities that are performed by humans and machines, it is essential to train employees to use and accept autonomous solutions.”
Indeed, Fraport is advocating for the gradual introduction of autonomous machines on the apron, starting with smaller-scale deployments before considering fully automating its GSE fleets. The journey that the industry must take before it reaches this point, however, will be long and complex, according to Stein.
Pictured: Charlatte demonstrated its autonomous baggage tractor at GSE Expo Europe 2024
He ascertains that Fraport reflects a “cautiously optimistic view of the role autonomous GSE can play in revolutionising ground operations” while continuing to prioritise safety and efficiency and integrating new technologies on the ramp. Nevertheless: “Human involvement will continue to be crucial, especially as a backup for ensuring safety and operational efficiency.”
Navigating ‘uncharted territory’
Autonomous GSE may be generating much enthusiasm across the aviation industry today but, as stakeholders tell Airside, there is still a lot of work to be done before driverless equipment can be adopted on a wider, global scale. The technology itself is still developing, which raises questions about just how autonomous machines will be regulated for airside use.
As Gamba puts it: “Autonomous technology in ground handling is still uncharted territory. The caveat to autonomous GSE today is that there are no regulations, standards or guidance for stakeholders to follow.”
In Europe today, there are a number of autonomous equipment trials taking place. Fraport is one operator that has shown interest in deploying these vehicles. Elsewhere, Stuttgart tested autonomous snow clearance vehicles only two years ago and Schiphol is currently trialling driverless crew buses.
The European Union Aviation Safety Agency (EASA) has been inundated of late by requests from stakeholders across industry to develop a regulatory framework for autonomous vehicles. But Julia Egerer, head of aerodrome safety at EASA, says the regulator wants to see this at an international level.
She tells Airside: “We have had numerous discussions about autonomous vehicles with industry players, including airports and aviation authorities, and we believe that the best way forward from a regulatory point of view is to discuss this technology at an ICAO level.”
The reason for this, Egerer hints, is to ensure global standardisation. And Gamba agrees: “I fully subscribe to EASA’s position. It doesn’t make sense for the EU to develop its own framework and then have the FAA and other aviation authorities around the world regulating autonomous vehicles differently.
“I am against regional or national regulation. That creates chaos – especially for ground handlers who operate globally. If ICAO takes the lead on regulation, operators will have the reassurance of a top-down approach.”
According to Egerer, regulating autonomous machines in a global context also means stakeholders will be well prepared to invest in the right vehicles. “Industry players want standardisation because if there is a common framework, they will know what to expect and can therefore make their investments in this technology worthwhile,” she states.
“Airlines are also looking into this. Lufthansa Group, for instance, has contacted me because they have a working group on autonomous GSE operations. But airlines see the risk that different solutions are popping up in different parts of the world – and without a global regulatory framework, their standard operating procedures [SOPs] will have to adjust to different solutions, which is not going to be helpful for them.”
Julia Egerer, EASA
Egerer adds that airlines also want to see a global framework adopted in order that training can be standardised across stations in various parts of the world.
Elsewhere, aviation regulators are cautioning stakeholders on autonomous GSE trials. In February this year, the FAA (Federal Aviation Administration) issued a CertAlert – a guidance document that provides additional information on part 139 Airport Certification – warning of the safety risks of unmanned ground support equipment.
The CertAlert stated: “Currently, the testing, deployment and operation of AGVS [autonomous ground vehicle systems] or AV [autonomous vehicle] technology for airside use have not been authorised by the FAA at part 139 certified airports and federally obliged airports. The testing and use of AVs and AGVS in and around airports has recently become more prevalent, both domestically and internationally.
“Increased demand for more efficient airport operations has resulted in an upsurge in interest of the availability of AV or driverless technology for various airport-related applications. These include maintenance vehicles, perimeter security vehicles, self-driving aircraft tugs, baggage carts, employee buses and passenger shuttles.”
The CertAlert said the operation and testing of autonomous vehicles “could create significant challenges and risks to safe operations” adding that “testing of this technology on the airport operating area, which includes runways, taxiways and aprons, presents significantly different hazards and complexities due to higher speed aircraft operations and congestion from vehicles, equipment and pedestrians”.
The FAA stated that because existing safety requirements, standards and guidance were not originally developed with autonomous vehicles in mind, it will need to further review the application of these machines to assess the impact they will have on operations and safety, prior to deployment. The regulator added that, while it does not support the testing of this technology even when conducted in a controlled environment, it is working on developing standards and guidance to address the use of autonomous technology airside.
Airside is awaiting response from ICAO with regard to the comments made by EASA and ASA World. Airside also contacted a number of autonomous GSE manufacturers for this feature article.
