• Automation is addressing persistent inefficiencies in manual ULD movement, with Alstef’s AVILOAD AGV offering autonomous, trackable and collision-avoiding ULD transfer within existing terminal layouts, reducing reliance on labour-intensive equipment.
• The system’s modular design, friction-drive technology, integrated OPAL control software and autonomous power management enable cost-efficient deployment in constrained, high-cost labour markets, while supporting safe mixed-mode operations alongside manual processes.
• Future development focuses on broader ULD compatibility, alternative loading configurations and scalable multi-AGV coordination, widening applicability beyond major hubs and making automation viable for airports seeking capacity relief without major infrastructure rebuilds.

Manual ULD handling remains a chronic inefficiency across many terminals—particularly in high-throughput, labour-constrained regions. With automation gaining traction across ground operations, autonomous guided vehicles (AGVs) are stepping into a role long held by forklifts, tugs and human labour.

“Moving ULDs around safely while following procedures remains one of the major issues in air cargo,” said Dinash Singh, Regional Sales Manager Asia at Alstef Group. “This unit picks up equipment, travels through the facility—all trackable—and moves it to a designated area, whether it’s build-up, breakdown or storage.”

Alstef’s newly launched AVILOAD AGV is designed to automate unit load device (ULD) transfer in air cargo and baggage handling environments. Unlike traditional tugs or dollies, it moves autonomously, integrates with standard ULD stations, and uses lidar and sensor systems for real-time collision avoidance. “It’s one of the first of its kind for air cargo,” Singh said. “It’s fully automated to load and unload.”

Automation designed for constraint, not excess

Critically, AVILOAD doesn’t require a massive new facility or greenfield layout to deploy. It’s modular, route-optimised and designed to work within existing terminal environments, which Singh sees as key for adoption. “You don’t need to have a large system,” he said. “It’s usually driven by the cost of manpower.”

That cost is especially high in regions like Singapore and Hong Kong, where labour shortages, regulatory oversight and operational hours all converge. “In places where manpower is really expensive, this is a strong use case,” Singh said. “It’s also one of the safest ways to move equipment.”

AVILOAD’s autonomous capabilities extend to power management. Equipped with opportunity and induction charging options, it can self-direct to charging stations when idle. Battery swap is also possible for high-usage environments. “When it sees there’s no work, it can go and charge,” Singh added.

Friction drive and tech-layer integration

One of the less visible but operationally important design choices is the use of friction drive, which removes the need for powered conveyor systems. “The motor is right on top of the roller, so the conveyors don’t need to be motorised,” Singh explained. “That’s one of the savings components.”

This feature supports both energy savings and infrastructure simplification—particularly for facilities looking to retrofit rather than rebuild.

The AVILOAD system runs on Alstef’s OPAL software, a mature control and optimisation suite also used in baggage handling systems. “That software’s been around for more than 20 years,” Singh said. “It manages route estimation and optimisation, especially when you have many agents working together in one space.”

With AGV fleets potentially operating alongside traditional manual processes, coordination and fleet control are essential. OPAL’s fleet logic ensures high system availability without requiring AGV-to-AGV communication or risking collisions.

Future adaptability and cargo-specific requirements

While the current AVILOAD model is configured for side-loading, Alstef is already looking to expand functionality. “Right now this is a side-load unit, but we’re listening to customer interest in front-load versions as well,” Singh said.

The design is also intended to accommodate different ULD types, with customisation based on cargo profile and terminal layout. “It can be customised to different types of ULD,” Singh confirmed. “And it’s very safety-focused—if there are people or equipment in the way, it stops immediately.”

Battery performance, software scalability, and multi-AGV coordination are all part of the next development phase, with Alstef continuing to run operational studies with partners.

Beyond flagship hubs

For years, terminal automation was the preserve of mega-hubs with capital-intensive projects and long-term masterplans. But the current push for smaller-footprint, software-coordinated systems is reshaping the automation landscape.

“With this kind of AGV, you don’t have to redesign your operation from scratch,” said Singh. “That changes who can adopt it.”

For airports and handlers managing rising cargo volumes with shrinking headcounts, AGVs are no longer a futuristic option—they’re a pressure valve. Systems like AVILOAD offer a rare combination of deployability, safety and long-term cost justification.