The report of the new American government (GAO) office has confirmed what many of the shipping agent warned for a long time: outdated freight facilities, access to crowded trucks and incomplete federal data suffocating the efficiency of the country’s air freight network. The results put an official weight behind years of invitation to industry for the targeted Federal Investment in the airport shipping infrastructure.
The timing of the report is important. The demand for the American air plane is still volatile, as the trucks demand faster transit times and greater reliability, while the competing supply chain conditions secure federal funding and policy attention. The recognition by the Government Accounting Office in the regular deficiencies of stakeholders in air freight gives a rare opportunity to pressure concrete reforms.
For Airforwarders (AFA), the most urgent ready -made meals of GAO check are not simply that problems are present, but are now supported by an unspecified non -governmental source.
“Our immediate reaction was to consent and deep verification,” said Brandon Farid, AFA CEO. “The results of the government accounting office report are almost perfectly with what the Airforwards Association calls tirelessly for many years.”
While the report identified gaps in data, limited federal participation and multiple operational restrictions, fried indicates bright physical infrastructure and congestion resulting trucks as the most urgent.
He said: “These are direct material conveys that immediately translate into operational inefficiency, delay, and increase costs for our members on a daily basis.”
The slow -forming and unloading are slow -up composition, while old warehouses are often with low ceilings, dispensed and insufficient cage doors, minutes or hours are added to processing times.
For intercourse, these minutes carry a high price. Long truck queues increase the lack of parking parking lots in waiting times for drivers and fuel use, with high detention and communication fees. “It erodes our competitiveness and efficiency,” Farid stressed.
Blind data undermines planning
The results of the government accounting office exceed the visual bottlenecks. The report highlights lost or unreliable federal data on local air cargo sizes, goods and warehouse capacity. Inaccules in the National Transport Atlas Database (NTAD) left politics and planners with an incomplete offer of airport charging.
According to Fried, this lack of vision directly affects investment decisions in infrastructure. “The accurate data in a timely manner about goods, goods and actual material allergies and the condition of airport facilities will allow data -based infrastructure planning, targeted investments, and allocating the most efficient resources by both government and private industry,” he said.
The best data helps to anticipate bottlenecks before escalating and ensuring rare capital spreading in the most important promotions – whether it expands cold storage, adding the pavement doors or reinstalling the methods of access to trucks.
From the results to federal work
Gao’s report can change the calculus and political integration account of the invitation of air freight. “He conveyes our fears of anecdotal evidence or industry complaints to the official results of the government,” Farid explained. “This is now an objective, non -partisan objective evaluation that political makers cannot easily reject.”
This credibility may be decisive in securing the targeted federal financing of the shipping infrastructure, including experimental projects at the main American airports to try solutions to truck productivity and modernizing the shipping area. Fried sees these pilots, along with the legislative language that creates financing flows for shipping to the airport, as clear signs of progress during the next 12 to 18 months.
However, the report also clarified that the US Department of Transport (DOT) has not been treated by the ongoing cargo as a strategic shipping priority. While Dot agreed to GAO recommendations, Fried says industry pressure should continue to ensure the translation of participation to change policy and customize the budget.
One of the reasons for an investigation into the government accounting office, Fried Notes, is the united pressure approach that AFA followed alongside the National Association and National Progresses in America (NCBFAA).
“By presenting a unified front, it represents a broader segment of the supply chain, we clarify the broad impact of these issues,” he said. The joint effort strengthened the issue on the Capitol Hill by representing a wide cross section of the logistical services sector.
Now, Fried argues, logistical companies should coincide with this unit with continuous participation at the local level. “Continue documenting the airframes related to the airport infrastructure – truck waiting times, facility restrictions, and delay. Share your stories with us.
For AFA, this means converting GAO recommendations into concrete obligations – public facilities, more intelligent arrival of trucks, accurate national data – and maintaining air shipments on federal infrastructure agenda alongside railways, roads and sea charging.
With the presence of the air freight sector under pressure from volatile trade flows, the conversion of supply chain strategies and high costs, the report results provide a rare opening of politics. The Fried also puts it: “This is a critical moment, and by working together, we can really transform the future of logistics services for air charging in the United States.”
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