Guidebook for Air Cargo Facility Planning and Development (2015) / Chapter Skim
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Pages 28-63
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From page 28... ...
28 The intent of this chapter is to provide airport planners with a planning and development framework that can be used to guide airport decision makers in planning and developing air cargo facilities. This framework is intended to be applicable to a range of airports and facility types based on current conditions at airports, forecasted change, and the metrics presented in this chapter.
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From page 29... ...
Planning Considerations and Metrics 29 surplus air cargo capacity that could accommodate future increases in air cargo volume but may require relocation of users to larger surplus facilities or renovation of existing facilities. Other airports may need to create additional air cargo facility capacity through the designation of land and construction of air cargo facilities.
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From page 30... ...
30 Guidebook for Air Cargo Facility Planning and Development 6,500 ft2, with two truck dock doors and access to the airport operations area. In addition to the airline air cargo facility, many domestic airports have the vast majority of the air cargo handled by integrated express carriers.
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From page 31... ...
Planning Considerations and Metrics 31 has cut the trip down from an average of 45 minutes to less than 15 minutes, and from 7 miles to 2 miles. The Miami example is provided to identify the level of importance in providing quick access from the belly cargo area to the passenger terminal.
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From page 32... ...
32 Guidebook for Air Cargo Facility Planning and Development Dulles' air cargo facilities primarily consist of four relatively large cargo buildings totaling about 500,000 ft2 of space that are all contiguous to each other. The cargo is carried through belly cargo on passenger airlines, with the exception of FedEx Express, UPS, and DHL.
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From page 33... ...
Planning Considerations and Metrics 33 15 minutes on average. A new passenger belly cargo complex was constructed in proximity to the new IND passenger terminal to remedy this problem.
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From page 34... ...
34 Guidebook for Air Cargo Facility Planning and Development number of wheels; therefore, the aircraft types that are anticipated to operate in the cargo area need to be accurately forecasted by the airport planner. 4.3.2 Critical Aircraft Implications for Apron The development of airport facilities is affected by the demand for those facilities, typically represented by total based aircraft and operations at an airport, and the type of aircraft that will make use of the facilities.
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From page 35... ...
Planning Considerations and Metrics 35 airport is the B737-800, while the largest cargo aircraft operating at the airfield on a scheduled basis is Cargolux's B747-400. This aircraft may be upgraded to the B747-8 in the near future.
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From page 36... ...
36 Guidebook for Air Cargo Facility Planning and Development Another factor to be considered by airport planners is that when planning/designing new aprons or modifying existing aprons, blended-wing/-winglet technology, which adds to the length of an aircraft's wingspan, needs to be taken into account. Blended-wing technology is available as a retrofit to an existing aircraft fleet and as an option on new aircraft.
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From page 37... ...
Planning Considerations and Metrics 37 aircraft by wingspan, and the FAA's Aircraft Approach Category (AAC)
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From page 38... ...
38 Guidebook for Air Cargo Facility Planning and Development Turboprop aircraft are also used to transport air cargo on a scheduled basis. The majority of these operations are related to regional cargo aircraft that feed cargo to awaiting integrated express cargo jets.
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From page 39... ...
Planning Considerations and Metrics 39 determine what additional facilities will be needed to accommodate the unmet demand. This section is normally referred to as the facility requirements section of a master plan document.
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From page 40... ...
40 Guidebook for Air Cargo Facility Planning and Development facility development is based on building size. Table 4-9 provides a facility requirements data matrix of ratios for cargo buildings, ramp area, and GSE storage based on the cargo operator types of: • Integrated express carriers, • Pax belly, and • Third-party providers/all-cargo carriers.
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From page 41... ...
Planning Considerations and Metrics 41 collection effort focused on data related to GSE spatial needs, this analysis provides GSE space ratios for integrated express carriers. 4.3.5.3 Integrated Express GSE Storage Apron The weighted average analysis related to average ton per square foot for integrated express carriers' GSE storage requirements, located at both international gateway and domestic airports, is 0.57 annual tons per square foot.
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From page 42... ...
42 Guidebook for Air Cargo Facility Planning and Development While passenger airlines do not have air cargo apron requirements related to parking of cargo aircraft, they do have pavement requirements related to the operations adjacent to their air cargo terminal facilities. A representative value for an air cargo terminal apron for passenger airlines is 0.36 U.S.
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From page 43... ...
Planning Considerations and Metrics 43 intuitively logical approach, it requires considerable more nuance than such a simplistic computation may suggest. The freighter fleet itself has changed dramatically since older methodologies were created, although smaller spoke markets may have been left largely unaffected as Cessna Caravan feeder aircraft flying one or two more daily operations would have less dramatic effects than large international gateways that may have planned for earlier versions of the Boeing 747 freighter fleet to be the permanent workhorse of the industry.
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From page 44... ...
44 Guidebook for Air Cargo Facility Planning and Development 4.3.8 Cargo Apron Markings The FAA usually does not control aircraft activity on aprons and does not publish guidance related to markings in the leased portions of the cargo apron. However, ACI-NA, the International Air Transport Association (IATA)
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From page 45... ...
Planning Considerations and Metrics 45 the gate area that are servicing other aircraft on the ramp. The area outside the aircraft parking and service envelopes up to the cargo building face can be used for GSE parking, ULD storage, and other apron activities.
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From page 46... ...
46 Guidebook for Air Cargo Facility Planning and Development 4.3.9 Ground Support Equipment GSE is the support equipment found at an airport, usually on the ramp, which is the servicing area by the terminal. This equipment is used to service the aircraft prior to and after air carrier flights.
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From page 47... ...
Planning Considerations and Metrics 47 4.3.9.4 GSE Use Generally speaking, the larger the gauge of cargo aircraft being serviced, the larger the number of vehicles required to service it, which increases demand for GSE storage. Figure 4-7 identifies GSE in position to service a Boeing 747 with a cargo nose door.
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From page 48... ...
48 Guidebook for Air Cargo Facility Planning and Development 4.3.9.7 Deicing Apron or Pads When aircraft are covered with frost, snow, or ice contamination on their wings and other critical aeronautical surfaces prior to departure, deicing fluid is applied to remove the contamination and to prevent the accumulation of snow or slush for a period of time. If an apron is not equipped with the proper deicing fluid collection system, deicing fluid recovery vehicles or glycol recovery vehicles are used to recover deicing fluids from the airport pavement.
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From page 49... ...
Planning Considerations and Metrics 49 Source: Google Earth Pro, CDM Smith analysis. Head of stand road Cargo building GSE storage GSE vehicle parking Figure 4-8.
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From page 50... ...
50 Guidebook for Air Cargo Facility Planning and Development limitations on the size of aircraft that can use the affected taxiways/taxi lanes. On aprons with tail-stand roads located on each side of a taxiway or taxi lane, it is common for these tail-stand roads to be connected across the taxiway/taxi lane by a service road marked on the pavement to provide vehicles a defined route to cross pavement areas, which can be expansive.
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From page 51... ...
Planning Considerations and Metrics 51 truck/auto parking. Airports were analyzed in this study to estimate the annual ton per square footage utilization of air cargo for warehouses.
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From page 52... ...
52 Guidebook for Air Cargo Facility Planning and Development 4.4.1.3 Ground Handling Companies/All-Cargo Carriers As presented in the previous sections, ground handling companies operate at both international gateway airports and domestic airports. Due to the similar operating nature of ground handling companies and all-cargo carriers at airports, this analysis combines the requirements of each into one category.
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From page 53... ...
Planning Considerations and Metrics 53 indicates that the total cargo tonnage of the top 20 airports in the United States makes up 80% of all cargo enplaned and deplaned at the top 150 airports. The primary drivers for these large volumes of cargo at these top 20 airports are integrated express hubs (making up seven of the 20)
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From page 54... ...
54 Guidebook for Air Cargo Facility Planning and Development For purposes of this research, airports in the United States are divided into two categories: domestic O&D airports and international gateways. This analysis does not take into consideration the express carrier hubs.
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From page 55... ...
Planning Considerations and Metrics 55 a third-party handler. There are also instances where the single tenant at gateway airports is a combi carrier (passenger airline with a dedicated freighter fleet)
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From page 56... ...
56 Guidebook for Air Cargo Facility Planning and Development Feeder aircraft payloads can range from 2,000 to 10,000 pounds. Upper decks on narrow-body aircraft accommodate containers, while the lower deck is bulk loaded in a process where individual pieces of freight are placed directly into the aircraft without the benefit of containers.
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From page 57... ...
Planning Considerations and Metrics 57 savings in the number of workers and floor area, the potential for the maximum utilization of cargo terminal space, the minimization of accidents, enhanced security of the air cargo, and the minimization of damage to cargo and ULDs (see Figure 4-15)
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From page 58... ...
58 Guidebook for Air Cargo Facility Planning and Development 4.4.6 Cargo Handling Systems The cargo storage system (CSS) is used for storing ULDs.
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From page 59... ...
Planning Considerations and Metrics 59 Transfer vehicles and transfer shuttles are the traditional rail-mounted prime movers within the floor-level ULD storage and transfer systems of large airport cargo terminals. Transfer vehicles are operated by an onboard driver, while transfer shuttles are driven remotely by an operator or automated control system.
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From page 60... ...
60 Guidebook for Air Cargo Facility Planning and Development 4.4.7 Cargo Building Height Air cargo buildings in the past were often merely concrete pads with a roof and walls to function as cargo consolidation and sorting stations for passenger airlines. The early cargo buildings were often refitted aircraft maintenance hangars located on a remote part of the airport.
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From page 61... ...
Planning Considerations and Metrics 61 warehouse is 35 ft, but the planner should take into account the specifications for the minimum distance between the fire sprinklers systems, skylights, and roof trusses. Airports that are land rich have the advantage of not necessarily having to build tall air cargo facilities since there is typically ample space for building horizontally.
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From page 62... ...
62 Guidebook for Air Cargo Facility Planning and Development • Depth: They should be deep enough for forklifts and other loading and unloading equipment, for rough sort, and should be easy to pull forward into the facility. [For distribution centers, the modern standard is depths of 100 feet (KOM International 2010)
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From page 63... ...
Planning Considerations and Metrics 63 and therefore, the airport will likely not know exactly how much cargo was being handled in that facility. These type of operations may be significant at some airports, and one study at JFK International Airport estimated that 25% of cargo volumes within an air cargo building may be cross-dock related.
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