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From page 203... ... Page 9-1 CHAPTER 9: TASK 7 -- PLANNING AND DEVELOPMENT FRAMEWORK INTRODUCTION The cargo industry has changed significantly over the past twenty five years (1988–2013) Read the entire page →
From page 204... ... Page 9-2 equal amounts of air freight. Since that time, air freight on all cargo aircraft has grown 64%, while air freight on passenger carriers has remained nearly constant. Read the entire page →
From page 205... ... Page 9-3 Figure 9-2 Air Freight Revenue Ton-Miles by Carrier Type, 1994 – 2002. (SOURCE: FAA Aerospace Forecasts. Read the entire page →
From page 206... ... Page 9-4 business models have differing facility requirements and needs and even carriers within the same category, such as integrated express, have differing operating requirements and practices. UPS for example utilizes much less warehouse space than FedEx and utilizes more ramp space for cargo processing. Read the entire page →
From page 207... ... Page 9-5 Integrated Express (FedEx Express, UPS, and DHL) – Integrated express operators move the customer's goods door-to-door, providing shipment collection, transport via air/truck, and delivery. Read the entire page →
From page 208... ... Page 9-6 • Scattered Cargo Areas – Passenger belly cargo warehouse(s) in proximity to pax terminal but separated from a scattered all-cargo terminal area(s) Read the entire page →
From page 209... ... Page 9-7 areas on the airport. Interestingly, the City of Austin chose to have 100% of their cargo facilities developed by third-party developers -- one of the few completely privatized airport sectors in the country. Read the entire page →
From page 210... ... Page 9-8 Dulles' air cargo facilities are primarily four relatively large cargo buildings totaling about 500,000 ft2 of space all contiguous to each other. All of the cargo is carried through belly cargo on passenger airlines with the exception of FedEx Express, UPS, and DHL. Read the entire page →
From page 211... ... Page 9-9 Figure 9-5 Indianapolis International Airport – Cargo Area Location. (SOURCE: Google Earth Pro, CDM Smith Analysis.) Read the entire page →
From page 212... ... Page 9-10 airport. By understanding the economics of developing or operating an off-airport versus on-airport air cargo facility, airport planners will gain insight into the competitiveness of the airport's rates and charges and may have to adjust land and facility rents. Read the entire page →
From page 213... ... Page 9-11 development agency has much insight into what sectors of industry are growing and whether those sectors will generate additional air cargo volume at an airport. In many communities, the airport is viewed as the community's economic engine and the volume of activity at the airport mirrors the volume of activity and growth in the community. Read the entire page →
From page 214... ... Page 9-12 confidence that the period to be forecasted will be much like the period from which the trend multiplier (usually a Compound Annual Growth Rate – CAGR) was derived. Read the entire page →
From page 215... ... Page 9-13 Market Share Market share analysis compares local activity levels with a larger entity, most commonly in comparisons between a particular airport and its regional or total national traffic. Historical data is used to establish the ratio of local airport traffic to total national traffic – customarily using source data from the FAA Aerospace Forecasts document for national data. Read the entire page →
From page 216... ... Page 9-14 considerations of belly cargo capacity versus freighter demand. Both Airbus and Boeing forecasts are available as free downloads from the corporate websites. Read the entire page →
From page 217... ... Page 9-15 Operations Forecasts Airports' cargo operations forecasts are principally derived from tonnage forecasts. As much as tonnage is a critical input for planning warehouse capacity, operations are critical for planning ramp capacity. Read the entire page →
From page 218... ... Page 9-16 FORECAST EXAMPLES The following section uses forecasts for specific airports and presents a range of airport types with both declining and increasing historic tonnages. Three U.S. Read the entire page →
From page 219... ... Page 9-17 modal diversion -- have led to unprecedented losses in the air cargo industry that most informed observers believe are unlikely to be replicated. Figure 9-7 RDU Total Cargo Forecasts: CY 2010 – 2030. Read the entire page →
From page 220... ... Page 9-18 LA/Ontario International Airport (ONT) LA/Ontario International Airport (ONT) Read the entire page →
From page 221... ... Page 9-19 Figure 9-9 ONT Total Cargo Forecasts: CY 2010 – 2030. (SOURCE: Airports Council International, Webber Air Cargo Analysis.) Read the entire page →
From page 222... ... Page 9-20 domestic operations of integrated carriers FedEx and UPS, ATL is a major international cargo gateway, served by numerous foreign passenger and all-cargo carriers as well as its hub carrier Delta Airlines. As is evident in Figure 9-10 below, ATL experienced an almost 30% decrease in total cargo between CY 2000 and CY 2013 (inclusive) Read the entire page →
From page 223... ... Page 9-21 Figure 9-11 ATL Domestic Cargo Market Shares: CY 2013. (SOURCE: City of Atlanta Department of Aviation, Webber Air Cargo Analysis.) Read the entire page →
From page 224... ... Page 9-22 and global, national, and local air cargo, as well as socioeconomic trends and forecasts. However, four master plans used market share approaches or probabilistic forecasting. Read the entire page →
From page 225... ... Page 9-23 FACILITY REQUIREMENTS: AIR CARGO APRON The role of the air cargo apron is to provide aircraft parking adjacent to the air cargo terminal building; to provide sufficient space for ground handling operations for the loading and unloading of cargo aircraft as well as service the aircraft; and to provide sufficient space for the storage of Ground support Equipment (GSE) as well as ULD and pallet storage. Read the entire page →
From page 226... ... Page 9-24 utilize both main deck (normally the passenger area) and lower deck positions ("baggage compartments") Read the entire page →
From page 227... ... Page 9-25 Figure 9-13 Wide Body Freighter Sample, Airbus A300-600. (SOURCE: Airbus 3-view Aircraft Drawings.) Read the entire page →
From page 228... ... Page 9-26 Figure 9-15 Regional Air Cargo Feeder Aircraft Sample, Cessna Caravan 208B. (SOURCE: Cessna Information Manual.) Read the entire page →
From page 229... ... Page 9-27 Some freight terminals have fixed nose-dock loading systems which will be discussed in greater detail in a subsequent section. These allow nose-loading aircraft to load directly from the Elevated Transfer Vehicle (ETV) Read the entire page →
From page 230... ... Page 9-28 airports critical aircraft are typically large passenger aircraft serving the airport but it is not unusual for a specific cargo aircraft operating on a scheduled basis to be the critical aircraft. For example, at Indianapolis International Airport the largest passenger aircraft serving the airport is the B737-800 while the largest cargo aircraft operating at the airfield on a scheduled basis is CargoLux' B747-400. Read the entire page →
From page 231... ... Page 9-29 parked on the apron, and using the wingspan sizes of the aircraft types projected in the air cargo fleet mix along with allowances for wingtip clearances (25 feet between aircraft and objects) Read the entire page →
From page 232... ... Page 9-30 guidelines. ACRP Report 96 provides guidelines on apron planning but is primarily focused on airline terminal apron areas. Read the entire page →
From page 233... ... Page 9-31 Table 9-6 Space Requirements for Cargo Jet Aircraft Operating at U.S. Airports. Read the entire page →
From page 234... ... Page 9-32 Table 9-7 Regional Turboprop Cargo Aircraft/Carriers Operating at U.S. Airports. Read the entire page →
From page 235... ... Page 9-33 UTILIZING FACILITY PLANNING METRICS FOR CARGO APRON DESIGN Air cargo facility utilization data was analyzed based on 31 air cargo facility survey data for apron area, warehouse space, GSE storage and truck/auto parking. Airports were analyzed in this study to estimate the annual ton per square footage utilization of air cargo for warehouse ramp space, and GSE storage space. Read the entire page →
From page 236... ... Page 9-34 Table 9-9 Air Cargo Facility Requirements Ratio Matrix. Integrated Express Pax Belly Third Party Providers & All Cargo Carriers Warehouse Domestic 0.92 0.22 0.81 International Gateway 0.37 0.33 0.81 Master Plan Review Ratios* Read the entire page →
From page 237... ... Page 9-35 airport had an all-cargo carrier tenant moving 80,000 U.S. tons annually it would require 97,912 ft2 (2.0 acres) Read the entire page →
From page 238... ... Page 9-36 parking. In Casper, Wyoming for example, FedEx Express schedules two B757s which arrive from the Memphis hub but one continues on to Grand Junction, Colorado and the other to Boise, Idaho. Read the entire page →
From page 239... ... Page 9-37 Figure 9-17 Head-of-Stand Road and GSE Storage Configuration. (SOURCE: Google Earth Pro, CDM Smith Analysis.) Read the entire page →
From page 240... ... Page 9-38 Figure 9-18 Tail-Stand Road and Taxi-lane Configuration. (SOURCE: Google Earth Pro, CDM Smith Analysis.) Read the entire page →
From page 241... ... Page 9-39 Figure 9-19 Roads between Cargo Warehouses and Apron Configuration. (SOURCE: Google Earth Pro, CDM Smith Analysis.) Read the entire page →
From page 242... ... Page 9-40 Figure 9-20 Air Cargo Apron Push Back Area and Process. (SOURCE: Google Earth Pro, CDM Smith Analysis.) Read the entire page →
From page 243... ... Page 9-41 FAA usually does not control aircraft activity on aprons and thereby does not publish guidance related to markings in the leased portions of the cargo apron. The Airports Council International (ACI) Read the entire page →
From page 244... ... Page 9-42 Figure 9-22 Air Cargo Ramp Markings. (SOURCE: Google Earth Pro, CDM Smith Analysis.) Read the entire page →
From page 245... ... Page 9-43 GSE Use – Generally speaking the larger the gauge of cargo aircraft being serviced the larger number of vehicles required to service it, which increases demand for GSE storage. Figure 9-23 identifies GSE in position to service a Boeing 747 with a cargo nose door. Read the entire page →
From page 246... ... Page 9-44 Deicing apron or pads – When aircraft are covered with frost, snow, and ice contamination on wings and other critical aeronautical surfaces prior to departure and deicing fluid is applied to remove the contamination and to prevent the accumulation of snow or slush for a period of time. If aprons are not equipped with the proper deicing fluid collection system, deicing fluid recovery vehicles or glycol recovery vehicles are used to recover deicing fluids on airport pavements. Read the entire page →
From page 247... ... Page 9-45 Integrated Express Warehouse – Integrated express carriers operate at most airports and have air cargo warehouses with truck dock doors and aircraft parking apron. However, one integrated express carrier commonly has a larger sortation facility on airport, and another maintains a much smaller warehouse and trucks air cargo off airport to a regional sortation facility. Read the entire page →
From page 248... ... Page 9-46 Applying the Air Cargo Warehouse Ratios Similar to the apron ratios, the Air Cargo Facility Requirements Ratio Matrix provides the metrics for converting annual cargo tonnage flows into cargo warehouse requirements. Simplified calculations based on empirical data from this study's research assists in providing an order of magnitude of the air cargo warehouse requirements, in a preliminary design stage (Table 9-12) Read the entire page →
From page 249... ... Page 9-47 Most landside air cargo terminal systems are simply dock doors to allow surface transportation (mostly trucks) to deliver the goods to the building. Read the entire page →
From page 250... ... Page 9-48 area," must generate enough inbound and outbound cargo and revenue to offset the carrier's aircraft operational costs. If the carrier cannot meet the aircraft operational costs, the cargo is trucked to the hub or another local market station where it is loaded onto an aircraft. Read the entire page →
From page 251... ... Page 9-49 • Perishables – Flowers, Fruit, Vegetables & Seafood • Economically Perishable Materials – Printed Material Perhaps one the most unique attributes of the air cargo industry is the rapid loading and unloading of commodities onto wide-body and narrow-body freighter aircraft via ULDs, including pallets and igloos. Cargo aircraft have large doors and rollers fastened to the deck of the aircraft. Read the entire page →
From page 252... ... Page 9-50 Narrow-body jet aircraft, such as freighter versions of the Boeing 757, Boeing 737 and DC9, are typically used for short haul domestic routes, while feeder aircraft serve small market needs. Narrowbody aircraft payloads range from 18,000 pounds to 95,000 pounds. Read the entire page →
From page 253... ... Page 9-51 sortation platforms and slides may comprise the integrated express terminal interiors. ULDs may be stored on racks. Read the entire page →
From page 254... ... Page 9-52 The international passenger gateway airports were often times land constrained and space for air cargo terminals came at a high cost. Airport planners and industrial engineers had no choice but to design and build taller air cargo warehouses in order to fit them on a limited land envelop. Read the entire page →
From page 255... ... Page 9-53 TRUCK PARKING AND MANUEVERING SPACE CONSIDERATIONS The landside element of an air cargo facility must have sufficient space for truck operations. While trucking companies make up the surface component of air cargo operations they rarely lease space on an airport yet airport planners must insure that air cargo warehouses where integrators, all cargo carriers and third party handlers lease space, be designed to accommodate trucking, including frontage, access and roadway geometry. Read the entire page →
From page 256... ... Page 9-54 inventory in the yard. The outside components are berths, trucking parking, landing strips, aprons, and gates. Read the entire page →
From page 257... ... Page 9-55 Warehouse bypass – It is not uncommon for air cargo warehouses and aircraft parking aprons to be supported by a vehicle pass-through road between air cargo terminal warehouses. These two-lane roads provide access to the landside parking areas through a secured gate. Read the entire page →

From page 203...

... Page 9-1 CHAPTER 9: TASK 7 -- PLANNING AND DEVELOPMENT FRAMEWORK INTRODUCTION The cargo industry has changed significantly over the past twenty five years (1988–2013)