Guidebook for Air Cargo Facility Planning and Development (2015)

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93 An important component of the guidelines developed in this project is the Air Cargo Facility Planning Model, which provides airport planners a single source for calculating space and facil- ity utilization for future air cargo buildings, apron area, and parking space. Professional airport planners tested this model as part of the project’s validation process. The model can be accessed on the CD-ROM that accompanies this report. This model is designed to be used to estimate space utilization for air cargo facilities at airports. The model is flexible in that it can estimate spatial utilization for all cargo areas and specific facili- ties at an airport. It is designed with two types of airports in mind: those serving primarily domes- tic air cargo demand and those serving international air cargo demand. The latter are considered international gateway airports. The purposes of this model include: • Modeling all air cargo facilities (buildings, apron areas, and vehicle parking), • Modeling a single air cargo facility (building, apron, and vehicle parking), • Modeling an integrated express air cargo hub, • Determining whether all air cargo facilities currently offer adequate space, and • Determining whether an air cargo facility currently offers adequate space. 9.1 Getting Started Since the model follows the basic structure of an airport master plan, several preliminary steps are required for testing the model. If data inputs are not readily available, significant research may be needed to collect the data prior to entering it into the model. Items needed for air cargo facility analysis include: • List of all cargo buildings, vehicle parking, and apron areas dedicated to air cargo activity. • List of all cargo-related tenants on the airport and their location. • List of unoccupied space in air cargo buildings, vehicle parking, and apron areas. • A copy of the airport’s most recent master plan. • A copy of the airport’s most recent ALP. • Access to Google Earth, Google Earth Pro, or other aerial photography of the airport environs. • A scale ruler and aerial photograph to determine space in air cargo buildings, vehicle parking, and apron areas if an inventory of these facilities does not exist. Google Earth Pro provides an area calculation function. • A forecast of air cargo tonnage. This may be found in the most recent master plan or devel- oped by airport planning staff or the airport’s planning consultant. • Current air cargo tonnage by carrier. This data will be used to determine cargo volume market share by carrier type. C H A P T E R 9 Air Cargo Facility Planning Model

94 Guidebook for Air Cargo Facility Planning and Development 9.2 Collect Air Cargo Facility Data The airport master planning process includes completing an inventory of all facilities at an air- port, including air cargo facilities. The Air Cargo Facility Planning Model requires air cargo facility data to be separated into the five categories that are provided in the model. Once data has been collected, it can be entered into the inventory sheet in the model. Airport planners can use ALPs and as-built schematics, as well as aerial photos, to determine the dimensions and area of cargo buildings, ramp area for aircraft parking, and space dedicated to ground support equipment stor- age and vehicle parking areas. For this model, area values should be entered in terms of square feet. 9.2.1 Step 1: Enter Air Cargo Facility Data Open the Air Cargo Facility Planning Model Excel file found on the CD-ROM. A worksheet entitled “Cargo Facility Inventory” (see Figure 9-1) allows for cargo facility metrics to be entered into the model. Air cargo facilities are divided into five categories representing each of the types of cargo carriers operating at airports today. Air cargo facilities are commonly occupied by integrated express carriers such as UPS, FedEx Express, and DHL; passenger airlines (belly cargo carriers) such as American Airlines, Delta Air Lines, and United Airlines; all-cargo carriers, which oper- ate only freighter aircraft and include Cargolux and Centurion Air Cargo; and combi carriers, which operate both passenger aircraft and freighter aircraft. The inventory also allows input for third-party handlers; examples include Swissport and Worldwide Flight Services. Third- party handlers are contracted with passenger and cargo airlines and provide freight and baggage handling and aircraft handling. Integrated express carrier facilities are divided into two types to distinguish between hub and non-hub facilities. The model allows inputs for 11 attributes of air cargo building facilities; these are: • Cargo Building Name—The building name may be the recognized name of the building by the airport sponsor, which may be that of the dominant tenant, of the developer, or perhaps Source: CDM Smith. Figure 9-1. Air cargo facility inventory data.

Air Cargo Facility Planning Model 95 simply a building number. The choice should reflect what is most commonly understood by the airport staff and relevant constituents. • Usage—Allows for input of type of usage, such as cargo related, non-cargo use, or vacant. • Tenant Name—Enter the name of the organization assigned to the space. If the space is un occupied, enter “vacant.” • Tenant Type—By clicking on the cell, the user can enter one of the six categories of cargo occupants or carriers operating at airports today. The user may also select “vacant” for un- occupied space or “non-cargo related” for tenants that may not be affiliated with cargo activ- ity. The selections include: – Integrated express, – Passenger airline belly cargo, – All-cargo carriers, – Third-party handlers, – Combi carriers (passenger and freighter), – Integrated express—hub, – Vacant, and – Non-cargo related. • Building Space [sf (square feet)]—Building space includes all space under building roofs, including warehouse and office space. A portion of a warehouse building can be entered into the inventory data sheet under the appropriate category. For example, if an integrated express carrier occupies the north half of a building and passenger carriers occupy the south half, space occupied by the integrated express carrier must be entered as “integrated express” on the inventory sheet, while space occupied by the passenger carriers must be entered as “pas- senger carrier” on the inventory sheet, but the same building name should be used. • Dedicated Ramp/Aircraft Hardstand Area (sf)—Air cargo buildings often have aircraft aprons associated with them. For this model, air cargo aircraft aprons are divided into two types: air- craft hardstand or parking aprons, and GSE storage aprons. Aircraft parking on cargo aprons is typically demarcated with pavement markings such as the taxi line, nose-wheel indicators, hardstand boundaries, and engine intake markings. • Dedicated Ground Support Equipment Storage (sf)—Air cargo aprons are nearly always used to store equipment, to move air cargo, and to transfer it to/from aircraft. This area is also used for maneuvering equipment to and from the warehouse and aircraft. Paved aprons that are not assigned to the regular parking of aircraft are considered the GSE storage area for modeling purposes. Enter values in square feet. Most passenger airlines do not require aircraft parking ramps dedicated to their cargo warehouse since their aircraft park at the passenger terminal. However, passenger airlines (or their handlers) do require pavement space to store GSE as well as maneuver equipment. The model requires input for GSE space for passenger carrier cargo buildings. • Total Apron (sf)—This cell sums the area (sf) values for aircraft parking area and GSE. • Landside Truck and Auto Parking (sf)—Cargo buildings typically have paved parking on the landside area of the building. This paved area allows parking, primarily for trucks dedicated to truck docks but also for employee and customer parking, as well as truck maneuvering. • Number of Landside Truck Docks/Doors—An inventory of landside truck docks and doors is necessary to determine if cargo buildings have sufficient entry points for cargo. • Number of Airside Truck Docks/Doors—Entry points are also needed on the airside of the building in order for vehicles to have access to the aircraft ramp. A count of the number of vehicle doors on the airside of the building (accessing the ramp and GSE area) is needed for the model. It is important to note that prior to conducting the inventory, airport planners will need work in concert with airport real estate/properties staff to decide whether some cargo buildings are worth including in the cargo inventory if they are in poor condition and beyond repair, are

96 Guidebook for Air Cargo Facility Planning and Development poorly designed for today’s cargo industry requirements, or have evolved into repurposed facili- ties, in that they no longer serve the air cargo industry. 9.2.2 Step 2: Enter Air Cargo Volume Data A worksheet entitled “Base-Year Cargo Volume” (see Figure 9-2) allows for an airport’s annual air cargo tonnage to be entered into the model. • Base Year—Enter the base year of the total annual tonnage (enplaned and deplaned) for the subject airport (U.S. short tons). An airport’s base year may be a calendar year or fiscal year. Depending on the purpose of the modeling exercise, it may also be annual tonnage identified in the airport’s most recent master plan. • Total Annual Tonnage (U.S. tons)—Enter the total annual tonnage (enplaned and deplaned) for the subject airport. • Tonnage Market Share (U.S. tons)—Annual air cargo tonnage needs to be entered by market share of each category of carrier. Categories include integrated express carriers such as UPS, FedEx Express, and DHL; passenger airlines (belly cargo) such as American Airlines, Delta, and United; all-cargo carriers, which operate only freighter aircraft, including Cargolux and Centurion Air Cargo; third-party handlers; and combi carriers. Also, some airports in the United States have integrated express carrier hub facilities and, a market share allowance is available in the model for these. • Enter market share of annual tonnage for each carrier type operating at the airport (e.g., 75% for integrated express carriers). • Metric Tonnage Conversion—Some airports measure air cargo in metric tons. There is a metric to a U.S. short tons conversion calculator at the bottom of the worksheet. Source: CDM Smith. Figure 9-2. Entering base-year air cargo volume data.

Air Cargo Facility Planning Model 97 9.2.3 Step 3: Enter Forecasted Air Cargo Volume Data A worksheet entitled “Forecasted Air Cargo Volume” (see Figure 9-3) allows for an airport’s air cargo tonnage forecast to be entered into the model. The model allows for volumes to be input at 5-year, 10-year, and 20-year increments, which are typically presented in an airport master plan as the preferred air cargo tonnage forecast. Total forecasted annual tonnage will need to be entered from an existing master plan or an updated air cargo tonnage forecast for the subject airport. • Market Share Assumption – Assumptions for annual market share need to be input into the model on this worksheet. The subject airport’s master plan forecast may include this information. If unknown, market share assumptions can be held constant at base-year levels throughout the 20-year planning period, or they can follow historic trends (e.g., integrated express carriers are gaining 1% market share annually at the airport). Airport planners may find alternate methods of determining their forecasted market share based in information gathered during their inventory and data collection effort. Market share needs to be applied to integrated express, passenger airline (belly cargo), all-cargo carriers, third-party handler, combi carriers (passenger and freighter), and integrated express hub (if applicable). If a specific carrier type is not anticipated to operate at the airport during the 20-year planning period, the assumption would remain 0% over the period. It should be noted that the base- year column in this worksheet is linked to the base-year market share inputs on the Base-Year Cargo Volume worksheet. 9.2.4 Step 4: Enter Facility Size Ratio Inputs A worksheet (tab) entitled “Ratios-Matrix” provides air cargo throughput ratios. The model uses these ratios to estimate facility size required/recommended to accommodate air cargo traffic (tonnage). A tons-to-square-foot ratio is used to derive cargo building/warehouse space, ramp space, and GSE storage space, which are presented in the Domestic Report and the International Gateway Report tabs. Total apron space is the sum of ramp and GSE storage. These ratios are used to ascertain whether facilities are adequate for the base year as well as for forecasted years. Facility ratios are applied to air cargo tonnages for integrated express, passenger airline (belly cargo), all-cargo carriers, third-party handlers, combi carriers (passenger and freighter), and integrated express hub (if applicable). Source: CDM Smith. Figure 9-3. Entering forecasted air cargo volume data.

98 Guidebook for Air Cargo Facility Planning and Development The Ratios-Matrix worksheet provides default ratios (rows 13 to 22) that are based on the ACRP Project 03-24 research of over 400 U.S. air cargo facilities (cargo bays and buildings) and the annual cargo handled within them. Adjustments were made related to unoccupied space and facilities, for instance where two airlines had recently merged. However, airport planners using this tool may find it advantageous to conduct their own research to derive ratios suit- able to their airport’s air cargo facilities. If a planner chooses to adjust the ratios, it must take place in the corresponding ratio inputs (salmon-colored cells) on the Ratios-Matrix tab. These inputs affect the cargo facility sizes presented in the Domestic Report and International Gate- way Report tabs. If the planner chooses to reenter the default values, they are located in rows 13 to 22 for reference. The Ratios-Matrix worksheet (see Figure 9-4) presents three tables related to facility size. • Ratio Inputs (Tons/Square Feet)—This table allows the airport planner to input the facility ratios for the subject airport. These ratios are then used within the model for ascertaining current and future warehouse, aircraft ramp, GSE storage, and truck parking facility sizes. • Default Ratios Based on ACRP Project 03-24 Research (Tons/Square Feet)—This table pro- vides ratios based on air cargo facility research related to this study. These are suitable for use when the airport’s own utilization ratios are unknown. However, for more accurate ratio inputs, it is strongly suggested that airport planners conduct their own research to derive their airport’s throughput ratios. Source: CDM Smith. Figure 9-4. Air cargo facility ratios-matrix worksheet.

Air Cargo Facility Planning Model 99 • Range of Tons/Sf Based on ACRP Project 03-24 Research—This table provides an estimated range of throughput ratios that airport planners may derive from their analysis. There will always be exceptions, but these ratios provide general guidelines. Any ratios outside these parameters should only be considered with additional scrutiny. Ratios inputs for each carrier type are provided that take their unique cargo demands and operations into consideration. Ratios are provided for integrated express, passenger airline (belly cargo), all-cargo carriers, third-party handler, combi carriers (passenger and freighter), and integrated express hub (if applicable) and are required to estimate the air cargo tonnage to be entered into the model. Facility ratios are applicable for building space, aircraft parking ramps, and GSE storage. Also, ratios are available for airports accommodating either domestic or international air cargo traffic (a gateway airport). Passenger airlines do not require designated air cargo aircraft parking and therefore do not have inputs for ramp area tonnage-to-square-foot ratios. (These inputs are crossed out on the table.) The GSE storage ratio for both domestic and international gateway airports uses the same ton-per-square-foot ratio. 9.2.5 Step 5: Review Truck Parking Ratio Inputs Truck parking ratios were derived from research of over 400 air cargo facilities (cargo build- ings and parking lots). In the model, ratios for truck parking are based on a warehouse’s size. For example, buildings with areas of 50,000 ft2 or less require 1.8 ft2 of parking space for every 1 ft2 of building space. Ratios can be adjusted by airports planners, if needed, in the salmon-colored cells in the Truck Parking Ratios worksheet (see Figure 9-5). Default ratios are presented on the right, while inputs are on the left. These inputs affect the parking facility sizes presented in the Domestic Report and the International Gateway Report tabs. 9.2.6 Step 6: Review Warehouse Truck Dock/Door Ratio Inputs Air cargo buildings require ample doors and docks for cargo throughput to trucks on the landside of the warehouse and vehicles and aircraft on the airside of the warehouse. Ratios for cargo doors and docks were derived based on analysis of hundreds of cargo buildings. Cargo buildings with less than 50,000 ft2 of space require one truck door for every 1,500 ft2 of space. For all warehouses, 25% of doors are required on the airside of the building, while 75% are required on the landside. In Figure 9-6, default values are presented on the right, while ratios (in salmon- colored cells) are adjustable. Source: CDM Smith. Figure 9-5. Review of truck parking ratio inputs.

100 Guidebook for Air Cargo Facility Planning and Development 9.2.7 Step 7 (Optional): Ramp Area Space Utilization During Peak-Hour Aircraft Parking Ramp areas for aircraft parking may experience schedules that require several aircraft to be parked simultaneously adjacent to their designated cargo building facility. The model makes provision for determining aircraft ramp area space utilization based on current and forecasted air cargo aircraft fleet parking during peak-hour periods. This module within the model over- rides the ramp area sizing by tonnage if the peak-hour demand is greater than in the tons/ft2 module. An airport planner desiring to use peak-hour aircraft parking solely to determine air- craft parking space utilization may do so by changing the tons-per-square-feet ratio to zero in the Ratio-Matrix worksheet, which will turn off the override function. A worksheet entitled “Peak-Hour Aircraft Parking” (see Figure 9-7) allows for an airport’s current and forecasted peak-hour cargo aircraft parking to be entered into the model. The work- sheet allows for aircraft fleet mix and quantity for integrated express, passenger airline (belly cargo), all-cargo carriers, combi carriers (passenger and freighter), and integrated express hub Source: CDM Smith. Figure 9-6. Review of warehouse truck dock/door ratio inputs. Source: CDM Smith. Figure 9-7. Ramp area space utilization during peak-hour aircraft parking.

Air Cargo Facility Planning Model 101 (if applicable). The optimal way to collect this information is for the airport planner to ques- tion each air cargo carrier operating at the airport to determine its peak-hour aircraft parking needs. These carriers can also estimate aircraft parking needs by aircraft type for 5-, 10- and 20-year planning milestones (based on FAA ARC, which takes into consideration wing span and approach speed). Clicking on the plus symbol on the left side of the worksheet will expand the ARC aircraft list for each carrier type. Enter in the number of aircraft for each aircraft anticipated or currently parked on the ramp at the peak hour. Square footage utilization is summed at the bottom of the column. The worksheet entitled “Ref-Common Air Cargo Aircraft” identifies common air cargo aircraft and their FAA ARC codes. For example, if an airport has one B757 and two C208s parking at it on a regular basis, the airport planner would enter a quantity of one C-IV aircraft and two A-II aircraft, which results in a total of 61,900 ft2 of parking stand required. 9.3 Reports 9.3.1 Air Cargo Facility Utilization Reports There are two types of reports generated in the model, one for airports serving primarily U.S. domestic cargo and the other for airports serving as international gateways. Each report is differentiated by the utilization ratios found on the Ratio-Matrix tab. Results are presented in tables for each carrier type: integrated express, passenger airline (belly cargo), all-cargo carriers, third-party handlers, combi carriers (passenger and freighter), and integrated express hub (if applicable). The printing defaults provide one page per table, so there is a single page for inte- grated express, one for passenger airline (belly cargo), and so forth. The inputs in each table are linked to key drivers in the model. This paragraph briefly explains the links in the model to each table found on the Report-Domestic and Report-International worksheet. The existing space portion of the table (left side) is based on the air cargo facility inventory entered on the worksheet entitled “Cargo Facility Inventory.” The Required Space to Meet Demand portion of the table is based on current annual tonnage, from the Base-Year Cargo Volume worksheet, divided by the corresponding tons-to-square-feet ratio found on the Ratio-Matrix worksheet. The forecasted space utilization is derived by the forecasted annual tonnage, from the Forecasted Cargo Volume worksheet, divided by the corresponding tons-to- square-feet ratio found on the Ratio-Matrix worksheet. Surplus or deficient space and facilities are identified on the right side of the table. Values presented in red text identify deficiencies in space and facility utilization, while black text indicates surplus space. 9.3.2 Modeling a Single Air Cargo Facility (Building, Apron, and Vehicle Parking) at an Airport For modeling a single cargo building or area, the airport planner need only input the single building into the inventory and identify the tenants by type using the building. The Cargo Facil- ity Inventory tab provides planners the inputs on which cargo facilities they choose to analyze. Cargo tonnage entered into the Base-Year Cargo Volume tab must only apply to cargo tenants operating in the subject building. Forecasted cargo volume must also apply only to the tenants anticipated to occupy the building during the forecast period. Market share must also be pro- vided for both the current and forecasted volumes. 9.3.3 Determining Whether All Air Cargo Facilities Currently Offer Adequate Space The model may also be used solely for determining whether an airport’s current air cargo facilities are providing adequate space. This can be done by completing Steps 1 to 3 and leaving forecasted cargo volumes at base-year levels.

102 Guidebook for Air Cargo Facility Planning and Development 9.4 Saving the Results It is important for the user to save the results for each case analyzed by saving the Excel files under a different naming convention for electronic filing and organization purposes. This allows for successive analyses without having to reload the entire model. 9.5 Conclusion The Air Cargo Facility Planning Model may be used to plan for all cargo facilities at an airport as well as to focus on a single cargo building or cargo area. It may also be used to ascertain the efficiency of a single cargo bay within a cargo building. The model allows for editing by airport planners, providing them the opportunity to tailor it to their specific needs.