A Feasibility Study of Regional Air Cargo

Report to Congress
U.S. Department of Transportation Federal Aviation Administration
A Feasibility Study of Regional Air-Cargo Airports:

Including a Case Study of a Regional Air-Cargo Center for the Washington, D.C., Area
Washington, D.C. 20591
August 1991
Report of the Federal Aviation Administration Pursuant to Senate Report 101-121 Accompanying the Department of Transportation and Related Agencies Appropriations Act, 1990
A Feasibility Study of Regional Air-Cargo Airports
Table of Contents
Executive Summary ...................................................................................................................................... 7 I Introduction. ......................................................................................................................................... 9 Purpose ............................................................................................................................................. 9 Background ...................................................................................................................................... 9 Study Methodology ....................................................................................................................... 10 Problem Areas ................................................................................................................................ 11 II Background and Future Requirements. .............................................................................................. 13 Evolution of the Air-Cargo Industry ............................................................................................. 13 Pre Deregulation ...................................................................................................................... 13 Post Deregulation .................................................................................................................... 14 Current Status ................................................................................................................................ 15 Future Requirements ...................................................................................................................... 17 III Regional Air-Cargo Centers ............................................................................................................... 19 Description of the Concept ........................................................................................................... 19 Developing a Regional Air-Cargo Center ...................................................................................... 20 Advantages ............................................................................................................................... 20 Disadvantages .......................................................................................................................... 21 Integrated and Traditional Air-Cargo Carriers ........................................................................ 22 Facilities Required.................................................................................................................... 23 Cost Estimates ................................................................................................................................ 24 New Facilities ........................................................................................................................... 24 Converting and Improving an Existing Airport ..................................................................... 26 Case Studies ................................................................................................................................... 27 Fort Worth Alliance Airport (AFW) ........................................................................................... 27 Stewart International Airport (SWF) ......................................................................................... 29 Huntsville International Airport (HSV)..................................................................................... 33 IV Analysis of Air-Cargo Operations ..................................................................................................... 35 Cargo Operations and Their Contribution to Delay..................................................................... 35 Analysis of All-Cargo Operations at New York-Area Airports ....................................................... 39 General .................................................................................................................................... 39 John F. Kennedy International Airport (JFK) ........................................................................... 41 LaGuardia Airport (LGA) ........................................................................................................... 43 Newark International (EWR) ..................................................................................................... 45 V Air-cargo Operations in the Washington, D.C., Area ........................................................................ 47 Description of Washington Air-Cargo Operations ....................................................................... 47 Washington Dulles International Airport (IAD) ...................................................................... 47 Washington National Airport (DCA) ........................................................................................ 49 Baltimore/Washington International Airport (BWI) ................................................................ 51 Effects of Air-Cargo Operations on Congestion and Delay .......................................................... 53 General .................................................................................................................................... 53 Washington Dulles International Airport (IAD) ...................................................................... 53 Washington National Airport (DCA) ........................................................................................ 57 Baltimore/Washington International Airport (BWI) ................................................................ 57 Alternative Locations for Washington, D.C., Regional Air-Cargo Facility ................................... 59 Tipton Army Aireld (FME) Fort Meade, MD ........................................................................... 59 Martin State Airport (MTN) ....................................................................................................... 61 Winchester Regional Airport (W16)......................................................................................... 61 Martinsburg Eastern West Virginia Regional Airport (MRB) .................................................... 63 Hagerstown Washington County Regional Airport (HGR) ...................................................... 63 VI Findings ............................................................................................................................................. 65 Appendix A Tabulation of Hourly Operations ...................................................................................... 67
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List of Figures
Figure 1 Figure 2 Figure 3 Figure 4 Figure 5 Figure 6 Figure 7 Figure 8 Figure 9 Figure 10 Figure 11 Figure 12 Figure 13 Figure 14 Figure 15 Figure 16 Figure 17 Figure 18 Figure 19 Figure 20 Figure 21 World Air Freight Forecast ................................................................................................ 17 Fort Worth Alliance Airport (AFW) ..................................................................................... 28 Stewart International Airport (SWF) ................................................................................... 30 Huntsville International Airport (HSV) .............................................................................. 32 Total Hourly Operations at John F. Kennedy International Airport ............................... 40 John F. Kennedy International Airport (JFK) ..................................................................... 41 Total Hourly Operations at La Guardia International Airport ......................................... 42 La Guardia International Airport (LGA) ............................................................................. 43 Total Hourly Operations at Newark International Airport .............................................. 44 Newark International Airport (EWR) .................................................................................. 45 Washington Dulles International Airport (IAD) ................................................................ 48 Washington National Airport (DCA) .................................................................................. 48 Baltimore/Washington International Airport (BWI) .......................................................... 50 Total Hourly Operations at Washington Dulles International Airport ........................... 52 Total Hourly Operations at Washington National International Airport ....................... 56 Total Hourly Operations at Baltimore/Washington International Airport ..................... 58 Tipton Army Airfield (FME) ................................................................................................ 60 Martin State Airport (MTN) ................................................................................................. 60 Winchester Regional Airport (W16) .................................................................................. 60 Martinsburg Eastern WVa Regional Airport (MRB) ............................................................ 62 Hagerstown Washington County Regional Airport (HGR) ................................................ 62
List of Tables
Table 1 Table 2 Table 3 Table 4 Table 5 Table 6 Table 7 Table 8 Table 9 Table 10 Table 11 Table 12 Table 13 Table 14 Table 15 Table 16 Table 17 Table 18 U.S. Airline Freight Traffic ................................................................................................ 16 Enplaned and deplaned freight and mail, including express year ending 12/31/88 ... 36 Percentage of Operations Delayed 15 Minutes or More .................................................. 37 Comparison of Rankings in Delay and Cargo Tonnage ................................................... 38 Aircraft Operations, Washington Dulles Intl Airport ...................................................... 54 Aircraft Operations, Baltimore/Washington Intl Airport ................................................ 59 Arrivals and departures by hour at John F. Kennedy Intl Airport on 11/28/90 .............. 68 Arrivals and departures by hour at John F. Kennedy Intl Airport on 11/29/90 .............. 69 Arrivals and departures by hour at LaGuardia Airport on 11/28/90 ............................... 70 Arrivals and departures by hour at LaGuardia Airport on 11/29/90 ............................... 71 Arrivals and departures by hour at Newark International Airport on 11/28/90 .............. 72 Arrivals and departures by hour at Newark International Airport on 11/29/90 .............. 73 Arrivals and departures by hour at Washington Dulles Intl Airport 11/28/90 ...............74 Arrivals and departures by hour at Washington Dulles Intl Airport 11/29/90 ...............75 Arrivals and departures by hour at Washington National Airport 11/28/90 ...................76 Arrivals and departures by hour at Washington National Airport 11/29/90 ...................77 Arrivals and departures by hour at Baltimore/Washington Intl Airport on 11/28/90 .... 78 Arrivals and departures by hour at Baltimore/Washington Intl Airport 11/29/90 ......... 79
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Executive Summary
The potential of regional air-cargo airports to relieve congestion at major airports in the immediate area has been examined by the Federal Aviation Administration (FAA) at the request of the Senate Appropriations Committee. Senate Report 101-121 accompanying the Department of Transportation FY 1990 Appropriations Act called for the study to include the feasibility of establishing an air-cargo airport in the immediate Washington, D.C., area. This report presents the FAAs ndings. While a large portion of air-cargo operations is handled at busy air-carrier airports, this activity usually does not add signicantly to congestion because cargo ights are few in number and occur during off-peak hours. Many major airports actively encourage cargo because it generates additional jobs and airport revenues. It is estimated that more than half of all air cargo is carried in the baggage holds of scheduled airliners, and, under most circumstances, it would be extremely difcult and inefcient to isolate cargo from passenger operations. The question remains whether an air-cargo airport could succeed if it were developed for other reasons besides relieving congestion, such as to encourage land development or stimulate economic growth. There is no promising model at this time. Substantial efforts to develop Stewart International Airport in Newburg, New York, and Huntsville International Airport in Huntsville, Alabama, have not yet attracted a large part of the air-cargo market. The only clearly successful recent examples are the sorting facilities of smallpackage, express-delivery services, such as Federal Express in Memphis, Tennessee, United Parcel Service in Louisville, Kentucky, and Airborne Express in Wilmington, Ohio. These facilities are concentrated in a geographic area around the Ohio River Valley where ights can be brought together efciently to transfer cargo. There may be other opportunities to develop successful cargo airports but they are not apparent at this time. Fort Worth Alliance Airport has been cited as a successful cargo airport, but the airport has not contracted with any all-cargo operator yet. Instead, the airport is operating as a general purpose reliever. Its activity has primarily been general aviation and airline training operations, and its tenants include manufacturers and companies involved in aircraft maintenance. This sort of multi-purpose reliever airport could be feasible in many urban areas. It is expected that cargo will remain concentrated at very busy airports near major population centers where there is ample capacity available to shippers in the baggage holds of airliners. Air-cargo sorting operations will continue to be located at a few airports that the small-package, express carriers consider to be well located for that purpose. Efforts to develop regional air-cargo airports at other locations will involve considerable expense and nancial risk. The least expensive approach may be to initiate civil air-cargo ights at military airelds under surplusproperty or joint-use agreements. Military airelds have many of the attributes needed by cargo airports, including long, strong runways, ample apron area, and good highway access. The air-cargo industry is dynamic and rapidly growing, and it is recommended that this subject be reconsidered periodically.
I Introduction.
Purpose
This report has been prepared in response to language in Senate Report 101-121 on the Department of Transportation and Related Agencies Appropriations Act for FY 1990. The Federal Aviation Administration (FAA) was requested to study the feasibility of establishing regional air-cargo airports to relieve congestion at major airports in the immediate area. The study was to include the impact of an air freight and cargo operations facility to alleviate congestion and thereby increase capacity at the major airports in the Washington, D.C., area. This area includes Washington Dulles International Airport, Washington National Airport, and Baltimore/Washington International Airport. Air trafc delay is a serious problem, and it is expected to worsen because of the widening gap between the capacity of major airports and the trafc these airports are required to handle. According to FAA forecasts, the number of airports where airline delays exceed 20,000 hours annually will grow from 21 in 1988 to 41 by 1998 unless major capacity improvements are made to the national airport system. In addition, 15 airports will incur between 50,000 and 100,000 hours of airline aircraft delays annually by 1998 as opposed to just 5 today. The top 100 airports in the U.S. account for 90 percent of the airline passengers enplaned, and the number of enplanements is projected to grow by 56 percent over the next 10 years. Aircraft operations (takeoffs and landings) at these same 100 airports are expected to grow by 36 percent during that same period to accommodate the increase in passenger demand. Both the quality and cost of air service are strongly tied to aviation system capacity. In the dozen years since airline deregulation, real air fares have declined, and the airlines emphasis on the hub-and-spoke system has improved the service to many cities. System capacity must continue to grow to allow for airline competition if this trend is to continue. Large capacity gains result from the construction of new runways and new airports. For example, the new Denver airport will increase capacity and reduce congestion in Denver as well as reduce delays system-wide. However, at a cost of over $2.5 billion for a new airport
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Background
like Denver, it will be a challenge to nance and build others. New runways at existing airports also face opposition because of their environmental impact as well as their cost. In addition to new construction, other alternatives to increase capacity need to be investigated. The FAA and the aviation industry have been working on a wide variety of alternatives to enhance capacity. These alternatives include: improvements in approach procedures and airspace planning and design, applications of new technology that have emerged from Research, Engineering, and Development (RE&D) programs, and solutions developed through free market inuences, such as potentially new connecting hub airports, reliever airports, and expanded use of existing commercial service airports. The concept of developing regional aircargo airports, separate from the major passenger hub airports, has been proposed as an alternative that could reduce congestion and delay at major airports. The dynamic growth in the passenger side of the air transportation industry since deregulation and its impact on capacity have been well-documented and publicized. The air-cargo segment of the industry, on the other hand, has not been as well-studied, even though its growth has also been remarkable. There is some concern that rapidly expanding cargo operations at the major hub airports will add to the problems of congestion and delay these airports are experiencing as a result of expanding passenger operations. However, this study has found that allcargo operations do not add to congestion and delays because these operations occur primarily in off-peak hours.
Study Methodology
Various means were used to conduct the study, as summarized below: A thorough literature search (magazines, journals, technical papers and reports) was performed. Sources in the airlines, air-cargo carriers, and airports were located and interviewed. Air-cargo and passenger data, including historical and forecasted growth, current volumes, and operations were gathered. The contribution of air-cargo operations to major air carrier airport congestion and delays was analyzed.
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Past and current efforts to develop regional aircargo centers were analyzed. The national air-cargo system was analyzed to develop pros and cons in establishing regional air-cargo centers. These pros and cons were applied to the establishment of a regional aircargo center for the Washington, D.C., area. Cost estimates for developing a new regional aircargo center and for converting and improving an existing airport facility were obtained.
Problem Areas
Early in the study it became apparent that a great deal of the data necessary to perform a rigorous statistical analysis simply did not exist in any readily accessible form. Gathering data was far more difcult than had been anticipated. However, it was possible to derive operational characteristics from the data available.
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II Background and Future Requirements.

Evolution of the Air-Cargo Industry
Pre Deregulation Until 1977, the Civil Aeronautics Board (CAB) maintained strict regulation of nearly all facets of the U.S. commercial air-cargo industry. During the early years, all-cargo carriers dominated the business. However, starting in the 1950s, several of the larger passenger/ combination carriers entered the all-cargo business by acquiring eets of freighter and/or QC (quick change) aircraft. These combination carriers continued to operate signicant eets of jet freighters until air-cargo deregulation. They were formidable competitors to the U.S. allcargo airline operators, especially on the domestic routes, because they had greater nancial strength, they offered day and night service combining the schedules and capacity of their passenger aircraft and freighter operations, and they could cross subsidize between their passenger and cargo operations. Another element in the air-cargo industry was the air freight forwarders, such as Airborne, Emery, and UPS. They marketed, assembled, and consolidated air cargo, provided pick-up and delivery service, and assumed responsibility for the shipment from point of origin to point of destination. To provide this service, the forwarders used the direct air carriers (both combination and allcargo) for the line-haul portion of the movement. By 1970 there were approximately 250 certicated U.S. air freight forwarders, with the top 10 companies representing well over 50 percent of the total forwarder trafc. In 1970, the CAB allowed ve long-haul railroad or motor carrier companies to enter the market, further increasing competition. The original small package air express service was offered by scheduled airlines in conjunction with the Railway Express Agency (REA). The airlines collectively negotiated an agreement with REA to act as their ground agent. However, during the 1970s, air express activity declined in shipper patronage, largely due to operational and nancial difculties at REA. In 1975 REA ceased operations and led a petition for bankruptcy. The air freight forwarding industry continued to grow in the early to mid1970s, and air freight generally
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exceeded the growth rates of the U.S. economy. But, many structural problems emerged to create a massive shift in market power. A primary factor was the seven consecutive years of losses on all-cargo operations suffered by the U.S. domestic airlines. During this time, three airlines discontinued freighter service completely and two others downsized considerably. Domestic allcargo service was reduced by approximately 50 percent. To a great extent, these losses were caused by the jump in fuel prices experienced in 1973-74 and by articially low domestic freight rates set by the CAB. This was compounded by the entry of passenger wide-body aircraft into the cargo market. These aircraft, with their huge belly holds, created a large excess of air-cargo capacity. The down-sizing of all-cargo service caused the freight forwarders, who required and could no longer get high volumes of overnight lift, to seek new solutions. Most decided to provide their own dedicated lift, rather than depend on passenger carriers that provided coverage for barely 65 percent of the U.S. domestic air-cargo/ express marketplace, and whose shipment, tracing, and tracking systems were at best rudimentary and inadequate. Post Deregulation During the past 15 years, there has been a dramatic change in the composition of the carrier group providing all-cargo aircraft services. This is largely due to the deregulation of the air-cargo industry in 1977. Because of the exceptionally high and sustained growth rates in trafc and revenues since deregulation, the U.S. freighter eet today is much larger than it ever was. The emergence of the integrated air express business has been particularly signicant. Started by DHL, and continued with remarkable success by Federal Express, air express has been one of the fastest growing segments of the air-cargo industry. By and large, the new carriers do not depend on forwarders, consolidators, or other third parties to provide their trafc, as was the case for the passenger/combination carriers and the scheduled all-cargo carriers before deregulation. Much of the expansion of the U.S. freighter eet is due to this integrated, airexpress segment of the industry. A parallel development since deregulation has been the growth of cargo charter airlines. Many of the freight forwarders contract all their ight operations to several of these carriers.
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In summary, the major U.S. passenger/combination carriers, with the exception of Northwest, have suspended all-cargo operations. With the buyout of Flying Tigers by Federal Express, the last pre-deregulation allcargo carrier has succumbed. In 1977, the all-cargo/ express carriers represented approximately 15 percent of the total cargo jet lift capacity. By the end of 1987, the allcargo/express industrys eet of 355 jets accounted for approximately 75 percent of the total cargo jet lift capacity. This trend has continued, with the all-cargo/express carriers growing at a rate of approximately 15 percent per year.
Current Status
Today the air-cargo/express industry provides overnight express service to and from virtually every zip code in the country. Customer service features, such as state-of-the-art tracing and tracking capability, on-call pick-up service, Saturday service, residential coverage, money-back guarantees, and automated billing and reporting systems, among numerous other advances, are innovations since 1973. The industry is highly competitive. Pricing is a powerful marketing tool in terms of building volume and gaining market share. The growth and development of this industry structure has been signicantly benecial to all shippers and consumers throughout the United States. Air freight costs to the shipper have actually declined since 1980. Services of the air-cargo/express industry have been a major factor in bringing small communities and rural America into the mainstream of economic growth. New manufacturing and high technology plants, along with medical and research centers, are being attracted to low capital/production cost areas of the country, at least in part, because they are provided regular express transportation access to every other corner of America, and most parts of the world. Passenger airlines are no longer a major presence in the small package express market, but they continue to dominate the airport-to-airport movement of large shipments. Interviews with industry specialists, air carriers, airports, and others indicate that approximately 60 percent of all air cargo is still carried as belly cargo on scheduled airliners. Despite this high percentage of ton-miles own, the passenger/combination carriers account for only
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13 percent of the air-cargo/express revenue in domestic markets due to wide disparities in yield, according to a study by Leeper, Cambridge, & Campbell, Inc., called The All-Cargo Air Carrier Industry: Its Economic Impact and Future Needs. Traditional passenger/combination carriers have increased their system freight and express trafc by only 12.7 percent since 1977. Domestic revenue ton-miles have actually declined by 10.5 percent, while international freight and express ton-miles increased 53.4 percent. Table 1 shows the average annual growth from 1980 to 1988 for U.S. airline freight trafc. The major growth has been in the express carriers, and the growth in international operations has been much greater than that for domestic operations. This international market has attracted a host of foreign competitors to the U.S. carriers. According to the September 1990 issue of Cargo Facts, of the top 10 freight carriers in 1989, seven were foreign ag carriers. These foreign ag carriers are still aggressively seeking business in the U.S., as reected by the opening of major new cargo terminals at several U.S. airports and the acquisition of new 747-400F freighters.
TABLE 1
U.S. AIRLINE FREIGHT TRAFFIC

Revenue Ton Miles in Millions Average Annual Growth 1.4% -1.8% 35.5% 8.5%
1980 Domestic Scheduled Charter Express Carriers Subtotal International Scheduled Charter Subtotal Total U.S. Airlines Scheduled Charter Express Carriers Grand Total 3,273 291 312 3,876
1984 3,558 615 1,338 5,511
1988 3,660 251 3,543 7,453
2,466 508 2,974
2,989 524 3,512
4,788 1,191 5,979
8.6% 11.2% 9.1%
5,739 799 312 6,850
6,546 1,139 1,338 9,023
8,447 1,442 3,543 13,432
5.0% 7.7% 35.5% 8.8%
Source: Boeing, World Air Cargo Forecast

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Future Requirements
The Boeing World Air Cargo Forecast predicts a 6.7 percent annual growth rate in world air cargo (Figure 1). Asian markets continue to lead the pack with annual growth rates of 8 to 8.5 percent. Intra-European markets should grow at about 5.5 percent per year. In the U.S., the $22 billion a year domestic market, which makes up about 20 percent of all air cargo carried in the world, is expected to double by 1995. Aircraft capacity can be expected to keep pace with demand. Currently, Boeing and McDonnell Douglas have orders for almost 2,200 aircraft between them. With the expected increase in the passenger market and lack of pure freighters available, cargo capacity should remain static in the short term. However, since the air-cargo industry is presently in an over-capacity status, this is not expected to limit air-cargo growth in any way. Of the international and domestic airlines responding to inquiries on their average unused cargo capacity, the percentages of unused belly-and combi-cargo capacity ranged from a low of 15 percent to a high of 97 percent, but the average was about 40 to 50 percent. The percentages of unused all-cargo capacity ranged from 3.5 to 32 percent, with an average of about 20 percent. According to the Cargo Facts issues of May 1990 and June 1990, the load factor for selected all-cargo aircraft in domestic service for the fourth quarter of 1989 averaged about 50 percent of available capacity. By the time current capacity is reached, new aircraft will be on-line and ready to absorb any additional growth.
FIGURE 1
170 150
WORLD AIR FREIGHT FORECAST

Historical
Forecast Growth Rates (%)
Forecast
Revenue Ton Kilometers (Billions)
High
1995-2000 6.5 5.7 5.0 1989-2000 7.8 6.7 5.6
130 100 80
High Baseline Low
1989-1995 8.9 7.5 6.1
Baseline Low
60 40 20 0 1970
9.7% per year
1975
1980
1985
1990
1995
2000
Source: Boeing, World Air Cargo Forecast

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III Regional Air-Cargo Centers

Description of the Concept
The concept of developing regional air-cargo centers has evolved over a number of years, primarily as a result of successful examples of integrated, small-package, express carriers deliberately choosing less congested airports, away from major metropolitan areas, as their primary and regional hubs. When studying the problems of congestion and delay at major air carrier airports, cargo operations appear to be separate from passenger operations, that is, an entity that could be moved to a less congested airport relatively easily. The rationale for this separation is that all-cargo aircraft require take-off, landing, and runway time that could be used by passenger aircraft. A corollary of this is that cargo operations use valuable ramp space, and their warehouses and cargo-handling facilities occupy potential passenger terminal space. If it is to be part of the solution to congestion and delay, a regional air-cargo center must be far enough from the major metropolitan airports to avoid any interference with, and delay of, aircraft on approach to, or departure from, these airports. At the same time, it must be close to the metropolitan area and have good access to highway systems in order to support the overnight and one-or-two-day delivery requirements of air freight. This would enable the center to serve its customers through a hub-and-spoke network of feeder airlines and road feeder services designed to reach outlying points. For a regional air-cargo center to be successful, the lack of infrastructure congestion and ease of access must improve cargo handling sufciently to attract cargo customers and operators from the metropolitan airports. Stewart International Airport, New York, and Fort Worth Alliance Airport, Texas, are often cited as examples of regional air-cargo centers. However, Fort Worth Alliance, which opened in early 1990, has not established air-cargo carrier operations as yet. Several aircargo carriers do have operations at Stewart, and some of them have expansion plans. Currently, however, there are only a few all-cargo operations each day at Stewart. Huntsville International Airport, north of Birmingham, Alabama, with its International Intermodal Center, is another example of what could become a regional air-
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cargo facility. But, it too has only a few all-cargo ights each day. (Each of these examples is described in more detail in Section III.) None of these airports has been able to relieve congestion and delay by attracting air-cargo operations from nearby air carrier airports.
Developing a Regional Air-Cargo Center

Advantages Capacity Enhancement Because there are so few all-cargo ights, regional aircargo centers are also able to accommodate a large number of operations by General Aviation (GA). The latter, in fact, may be of more benet to capacity enhancement. GA pilots are often eager to avoid congestion and delay at busy air-carrier airports. Relocating GA aircraft from congested airports can free up slots for use by the air carriers. Airports, including regional air-cargo centers and industrial airports, may act as magnets for business development. The example of Fort Worth Alliance Airport is described in Section III. Facilities of this type may attract industries that are related to the aviation industry, that use Just-In-Time (JIT) inventory control systems, or that deal in perishable goods imported from or exported to overseas markets, among others. The consensus among aviation experts is that air cargo will continue to grow in the future. Those Nations which prepare for this situation will be in a better position to deal with the increase, dominate the transportation market, attract industry, and obtain overall economic benets. Military air bases lend themselves to air-cargo use under surplus-property or joint-use agreements. The runways are usually able to accommodate even the largest cargo jets. Most of the necessary infrastructure (highways, buildings, sewage, electricity, water, etc.) is already in place. In those areas where joint use is contemplated, a limited number of cargo operations may be less disruptive to military operations than passenger trafc.
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Economic Development
Preparation for the Future
Joint-Use
One serious obstacle is aircraft noise, because air-cargo carriers often operate at night and may use older and noisier aircraft than passenger airlines. Disadvantages Cost Although new regional air-cargo centers do not cost as much as passenger airports, the expense is considerable (see Section III, Cost Estimates) and income may be much lower. Conversion of existing airports is somewhat less expensive, but the costs are still substantial. There are very few remaining sites for new airports close enough to major metropolitan areas to serve as regional cargo centers. During the last thirty years, urban development has taken up most of the available land. Areas which are available tend to be remote and do not possess the necessary infrastructure. The most likely alternative would involve conversion of an existing airport, but few are ideally located for this purpose. Regional air-cargo centers must be served by a welldeveloped highway system. They must be supported by sewage, water, electricity, and telephone systems. Taking the Fort Worth Alliance Airport as an example, the infrastructure enhancements necessary to support the facility are projected to cost at least twice what the airport facility itself cost. All-cargo operations are not easily separated from passenger operations. Fully 60 percent of air cargo is still moved as belly cargo. Since belly cargo is carried on passenger aircraft, it must remain at the air carrier airports. Separation of all-cargo and belly cargo will force agents and freight forwarders who deal in both types of operations to maintain facilities at two or more locations. In addition, they will lose at least a certain degree of exibility in deciding whether to send a particular cargo shipment as belly cargo or on an all-cargo aircraft. Most all-cargo/express ight operations are conducted late at night or early in the morning (about 10:00 p.m. to 7:00 a.m.). According to a study by Leeper, Cambridge, & Campbell, Inc., fully 66 percent of the all-cargo
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Space
Infrastructure
Operational Efciency
Airport Efciency
carriers jet operations are at night. For most airports, these are the very hours that aircraft operations are at their lowest point, with very few passenger aircraft taking off or landing. At major air-carrier airports, which must remain open 24 hours a day, nighttime all-cargo operations make efcient use of the airport facilities and generate revenue for the airport without adding signicantly to airport congestion and air-trafc delay. Shipment Delays Integrated carriers move their overow in belly cargo. They require the availability of passenger aircraft to maintain their schedules. Removing these carriers to an all-cargo facility would require them to ship their overow to air-carrier airports by truck, thus unacceptably delaying shipments. In reviewing the advantages and disadvantages of developing a regional air-cargo center, it is important to differentiate between the integrated air-cargo carriers, such as Federal Express, United Parcel Service, and Airborne Express, and the more traditional air-cargo operators, such as Evergreen International, Southern Air Transport, Zantop, and the scheduled passenger airlines. Because of the integrated nature of their operations, with their self-feeding network of door-to-door pickup and delivery services, the integrated air-cargo carriers are not as dependent upon any one location. It is much easier for them to relocate to another airport if it makes operational and economic sense. The more traditional air-cargo operators, on the other hand, are much more inter-dependent. The shippers, forwarders, brokers, consolidators, and individual airlines all depend on each other to put cargo shipments together at competitive rates and provide the necessary lift to deliver these shipments to their destinations. No one element of these traditional operations could be moved to another airport facility without the other elements. For the scheduled passenger airlines, this dependence on location extends even further because virtually all their cargo, both international and domestic, moves as belly or combi cargo and must travel from one passenger hub airport to another until it reaches its destination. Data on the volume of cargo carried as all-cargo versus belly-cargo is not readily available. For those airports where data was available, the percentages of all22
Integrated and Traditional Air-Cargo Carriers
Facilities Required
cargo versus belly cargo varied widely from airport to airport. Airports which serve as hubs/sorting centers for integrated air-express operations, such as Memphis and Ontario, have a high percentage of their cargo volume carried on all-cargo ights, 61 percent for Memphis and 93 percent for Ontario. In general, airports with a predominantly domestic market served by the integrated express cargo carriers have about 60 percent of their cargo volume carried by all-cargo aircraft. However, for those airports which serve as origin/destination centers, especially for overseas ights, the percentage of all-cargo to belly/combi cargo is reversed, 60 percent belly/combi and 40 percent all-cargo. These latter gures are in line with the world air-cargo capacity gures in Boeings World Air Cargo Forecast, 60 percent passenger (belly/ combi) and 40 percent freighter. In order to support a regional air-cargo center, an airport should provide certain basic facilities. Given the importance of international operations in the air-cargo market, the runway should be 10,000 to 12,000 feet long and 150 feet wide and have the necessary strength to support the take-off of a fully-loaded freighter on a long-haul, non-stop intercontinental ight. The operational takeoff length of the runway at Alliance Airport is 9,600 feet. Stewart International Airport in New York extended their runway to 12,000 feet to support international operations. Huntsville International Airport is extending one of their runways from 8,000 feet to 10,000 feet to accommodate international wide-body cargo aircraft. Runways and taxiways also need to be designed with the necessary pavement strength to support very heavy aircraft. Boeings newest cargo plane, the 747-400F freighter, has a maximum takeoff weight of 870,000 pounds.
Runways
Landing Aids
One of air cargos most signicant attributes is ontime delivery. A regional air-cargo airport should have the facilities to provide continuing and reliable operations during weather conditions that restrict visibility during takeoff and landing. These may include an air trafc control tower (ATCT), an airport surveillance radar (ASR), and an appropriate instrument landing system (ILS) and associated landing light systems.
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Freight Storage and Movement
To receive, store, and distribute cargo, an airport must have the apron space and cargo buildings necessary to accommodate the cargo operators, customs service, brokers, and freight forwarders. These buildings may be built by the airport authority and leased to the cargo operators, built by the operators themselves, or they may be built and leased out by a third-party franchisee. In order to function as a true regional air-cargo center, the airport must have convenient access to interstate highways, preferably both north-south and east-west. Railheads are also desirable. All those facilities necessary to support an intensive cargo operation need to be in place. These include, but are not limited to, modern high-capacity telephone trunking and switching systems, environmentally approved waste-disposal systems, and adequate electric power and water for current and future needs. Such a facility needs access to a readily available, reasonably priced, at least semi-skilled labor market. This labor market should be located relatively close and should contain sufcient numbers to staff operations at least in the near-term.
Transportation Infrastructure
Support Infrastructure
Labor
Cost Estimates
New Facilities It is difcult to develop cost gures for a new airport without knowing something about the specic airport site. Construction costs depend a great deal upon local construction and labor costs, land value, terrain, obstructions, and other factors which can vary widely from site to site. Given the problems in developing cost estimates without knowing the specic site, it is useful to look at recent examples of construction costs for runways, access roads, and terminal facilities at airports around the country. The Fort Worth Alliance Airport was completed in 1990. According to the Perot Group, the runway, with an operational takeoff length of 9600 feet, two parallel taxiways, large terminal area apron, and the service and access roads, cost $39 million to construct, not including
24
land costs. The runway pavement strength is designed to support an airplane gross weight of 870,000 pounds, the maximum takeoff weight of Boeings newest cargo plane, the 747-400F freighter. An Instrument Landing System (ILS), associated landing lights, and FAA tower will add about $6 or $7 million. A highway interchange with the nearby interstate highway cost about $6 million with the associated bridge, ramps, and frontage roads. (According to the Alabama Highway Department, a more complex interstate highway interchange being built to improve access to Huntsville International Airport in Alabama will cost $17 million.) Access roads (six lane) beyond the immediate boundary of the airport and connecting the airport with the interstate interchange and other public highways cost about $8 million per mile. Vital infrastructure support systems cost as follows: waste water treatment plant - $12.5 million; power supply system - $10 million; telecommunications system - $3.4 million; water supply system - $4.5 million. The construction cost for the necessary cargo terminal facilities, including ramp space for the aircraft, buildings for the handling and temporary storage of cargo, and loading docks for the trucks that pick up and drop off cargo, must also be considered. The Huntsville International Intermodal Center reports that a 50,000 square foot cargo facility completed in April 1990 at Huntsville International Airport cost approximately $1.6 million. A much larger 300,000 square foot cargo complex at Washington Dulles International Airport, currently scheduled for completion in the fall of 1991, will cost nearly $21 million, according to the Washington Airports Task Force. It is unlikely that any airport will be built to serve only as a regional air-cargo center, so facilities will probably be necessary to serve general aviation and other trafc. In addition to the cargo terminal facilities, an airport would require at least the minimum operations and passenger ramp and terminal facilities for general aviation, business and corporate aircraft, and small commuter or air-carrier passenger operations. As an estimate of the cost for a small passenger terminal, construction of a new 640 foot long, 90 foot wide concourse at Huntsville International Airport will cost about $12 million, according to the Huntsville Madison County Airport Authority. This concourse will accommodate
25
10 jet aircraft parking positions and four commuter aircraft parking positions. A November 18, 1990, newspaper article in the Raleigh, North Carolina, The News and Observer describes the proposed development of an air-cargo and manufacturing complex in North Carolina, much like the regional air-cargo center discussed above, with an adjacent industrial park. The cost to develop the entire complex, with 2 two-mile-long runways surrounded by manufacturing plants and air-cargo rms, is given as $250 to $400 million. This probably represents a fair assessment of the cost to develop any such industrial airport facility considering the acquisition of property; installation of road, sewer, water, electrical and other support infrastructure; and construction of an aireld that would support long-haul international ight operations. Converting and Improving an Existing Airport Costs for converting and improving an existing airport vary so widely that citing such costs is hardly instructive. Some of the estimated costs only for runway and taxiway extensions in various airports, which could be considered as regional air-cargo centers in the Washington area, are given in Section V. To these costs must be added all the expenses for infrastructure upgrades, road access, and so forth. While it is unlikely that upgrades of existing facilities would be as costly as the construction of new facilities, the costs can be expected to be substantial.
26
Case Studies
Fort Worth Alliance Airport (AFW) Fort Worth Alliance Airport (Figure 2) is the result of a successful public/private partnership. A private investment firm, the Perot Group, donated 418 acres as the site of a new airport adjacent to a planned industrial park. The airport is owned by the City of Fort Worth, which developed it with over $40 million in Federal aid for air trafc control and airport facilities. The project was also supported by Tarrant and Denton counties, the State of Texas, the Perot Group, and another private investment group. The entire project, including support facilities and vehicles, reportedly cost nearly $250 million. Alliance is a multi-purpose reliever airport that was designed and built specically for the manufacturer, distributor, and cargo carrier. It is believed to be the rst purpose-built industrial facility that incorporates an airport with an industrial park and attracts major aviation maintenance and manufacturing companies. Alliance can accommodate all types of aircraft, including the C-5 Galaxy and Boeing 747-400, in all weather conditions. Alliance has an FAA control tower and two Instrument Landing Systems (ILS) with Approach Light Systems (ALS). The Alliance facility opened just over 18 months after ground was broken. Some of the companies committed to locating at the airport are American Airlines with their $481 million aircraft maintenance facility (which is projected to employ 2,500 initially, and more than 4,500 upon completion), a Santa Fe Railway automobile unloading/distribution facility, Ishida Aerospace Manufacturing, and the Drug Enforcement Agency. Manufacturers that locate at Alliance will have direct access to taxiways, as well as close proximity to rail and highways. Alliance Airport opened in early 1990 and is already operating at the level that was forecasted for the 10-year point (150,000 to 200,000 operations). Current operations are mostly general aviation training and some practice landings from Southwest Airlines. Alliance is, in this way, relieving and complementing DFW Airport. However, no all-cargo operators have planned operations there as of December 1990.
27
FIGURE 2
FORT WORTH ALLIANCE AIRPORT (AFW)

16 34 5,000 ft.
28
Stewart International Airport (SWF)
Located in Newburgh/New Windsor, New York, Stewart International Airport (Figure 3) is a reliever and cargo airport that was converted from a surplus Air Force Base. Despite a major land acquisition and improvement program sponsored by New York State, the airport has been slow to attract trafc. Although turned over to the State in 1970, the airport was not well-developed or marketed. In 1983, it was taken over by the State Department of Transportation (NYDOT), which began to market the airport to serve commercial, cargo, and corporate, as well as general aviation users. In addition, the NYDOT developed an industrial park on airport property to attract large businesses. Prior to 1983, the State of New York invested $83 million in land acquisition and runway/taxiway improvements, and the Federal Government invested $2.2 million for the runways and taxiways. Since 1983, the State of New York has invested an additional $35 million, primarily in developing the industrial park and other airport lands. The Federal Government has invested $155 million for the Air National Guard Base, $30 million for the U.S. Postal Service Regional Mail Facility, and $15 million for other improvements on the airport. As of September 1990, private investment on the airport totalled nearly $100 million. Airport tenants were paying rents and payments in-lieu-of taxes of about $1 million per year. Stewart today is the site of several distribution centers, production plants, and other commercial activities. Some of the tenants are Anheuser-Busch, American Express, the Air National Guard, and Cessna. Airborne, Consolidated Freightways/Emery Worldwide, Federal Express, the U.S. Postal Service, and the U.S. Department of Agriculture Animal Import Center (largest in the world) are also located at Stewart. Stewart is a regional trucking hub for Consolidated Freightways/Emery operations. The airport is a major employer in the area, accounting for about 4,300 jobs. Stewart has a 12,000 foot runway with an instrument landing system and 9,960 acres of State-owned land available for airport development. It is the second largest airport in terms of area in the United States. A new 200,000 square-foot cargo terminal is under construction on 170 acres at the north end of the runway. Another 250,000 square-foot facility is to be built on the south end.
29
FIGURE 3
STEWART INTERNATIONAL AIRPORT (SWF)

9
Cargo Area
Fire Station GA Ramp Passenger Terminal
Army
27
34
5,000 ft.
30
16
Unlike Fort Worth/Alliance, Stewart is intended to attract passenger as well as cargo service. More than two million people live within a 45 minute drive from Stewart making it an ideal site for a satellite commercial service airport for the New York City area. The passenger terminal can handle 500 passengers an hour, and the airport has a U.S. customs center for international ights. Passenger service is seen as a vital supplement to air cargo. According to an article by Terrence Laughlin, Countdown to Takeoff, in the September 1988 issue of Hudson Valley magazine, Nothing will have a greater effect on increasing Stewarts cargo load than scheduled passenger service. Todays wide-body aircraft can carry huge amounts of cargo in the bellyThe drive for passenger service is, consequently, critical to the growth of Stewarts cargo activity. American Airlines began scheduled service to Stewart in April 1990, and two other carriers have followed, although a portion of the service is by smaller, regional aircraft. It is arguable whether Stewart is a success as a regional air-cargo center. Despite the advantage of a large investment by New York State and proximity to the New York metropolitan area, the airport has had relatively low activity historically, ranking 512 among U.S. airports in 1988 with 4,171 passengers (on non-scheduled, charter ights) and accounting for less than 1 percent of the cargo carried from the region. Currently, there are only a few all-cargo operations each day. However, several of Stewarts air-cargo tenants, including Airborne and Consolidated Freightways/Emery Worldwide, have plans to expand their facilities and operations, and develop regional hubs there. In addition, since April, when scheduled passenger service began, through December of 1990, Stewart enplaned 191,971 passengers, which will place Stewart among the 170 or 180 busiest U.S. airports in 1990.
31
FIGURE 4
HUNTSVILLE INTERNATIONAL AIRPORT (HSV)
Main Terminal
500 ft.
5,000 ft. 36R
(5000 FT.)
32
1,5oo ft.
36L
8,000 ft.
18L 18R
Air Cargo Apron
Huntsville International Airport (HSV)
Huntsville, a regional commuter airport (Figure 4), and its associated industrial park were completed in 1967. It has two 8,000 foot parallel runways with 5,000 foot separation, permitting simultaneous independent ILS operations. The east runway is to be extended to 10,000 feet. With 432,000 passenger enplanements in 1988, Huntsville ranked 110th among U.S. airports. Huntsville International Airport has every intention of becoming an intermodal cargo center for the south. In the early 1980s, the Huntsville-Madison County Airport Authority decided to go ahead with plans to pursue the cargo market in order to increase the utilization of the airport and create jobs. As a direct result of this decision, the International Intermodal Center was completed in December 1986, after a phased construction program that cost about $13 million. Money for the project came from FAA grants-in-aid under the Airport Improvement Program (AIP) and from grants by the Economic Development Administration and the Appalachian Regional Commission, while about onethird of the funds were raised through airport revenue bonds. The International Intermodal Center provides services for receiving, transferring, storing, and distributing containerized air, rail, and truck cargo. While most cargo is rail/truck trafc, a new air-cargo building was completed in April 1990 to accommodate more air trafc. And, there are already plans to expand this facility. Airborne Express, Consolidated Freightways/Emery Worldwide, Burlington Northern, and Panalpina/Cargolux provide all-cargo services at the airport. Huntsville handles about 8 million pounds of cargo annually, with more that 85 percent of the cargo (by weight) carried by the all-cargo carriers. Also located at the airport is the Huntsville-Madison County Jetplex Industrial Park, which, in addition to many businesses and industries, houses U.S. Customs, a Free Trade Zone (FTZ), and an industrial bond nancing operation. The Huntsville-Madison County Airport Authority, which includes the Huntsville International Airport, the International Intermodal Center, and the Jetplex Industrial Park, is a self-sufcient entity. No tax dollars from the city, county, State, or Federal Governments are used to support its operations. Grants and entitlements have been used for capital improvement projects, and the additional funds required have been raised through airport revenue bonds. In an economic impact study completed for the year 1988, the airport and businesses
33
and industries located on airport property accounted for over 5,200 jobs, with an additional 6,500 airport-related jobs located off the airport site itself. Since the study was completed, the Airport Authority estimates that the number of jobs has increased by 10 to 20 percent.
34
IV Analysis of Air-Cargo Operations

Cargo Operations and Their Contribution to Delay
In analyzing cargo operations and the extent of their contribution (or non-contribution) to delay, it is important to differentiate between two types of cargo operations, belly-or combi-cargo and all-cargo. Belly cargo carried on passenger aircraft and cargo carried on combination cargo/passenger (combi) aircraft are considered passenger operations because these operations will continue whether cargo is carried or not. Cargo operations actually contribute to delay only if they are own by all-cargo aircraft during peak hours. The approach of this study has been to consider only these all-cargo operations in the delay analysis. This has created problems in data gathering, because many airports do not maintain records of the number of ights by all-cargo aircraft. Table 2 shows the U.S. airports with the greatest volume of cargo trafc (in total freight tonnage) and also includes selected airports with signicant cargo operations, such as the major and regional hubs for the integrated express carriers. The information in the table is based on data from calendar year 1988, because that is the latest year for which published data is available. The table also includes the percentage of all-cargo to total operations for the limited number of airports that reported all-cargo operations as a discrete category. At those relatively uncongested airports that are hubs for the integrated express cargo carriers, all-cargo operations represent only about 15 percent of the total aircraft operations. At other airports, all-cargo operations are normally less than 4 percent of the total. Even at John F. Kennedy International Airport, which is number one in total cargo tonnage, all-cargo operations are only 6 percent of total operations. Table 3 shows the airports in the U.S. with the highest percentage of operations delayed 15 minutes or more. The three New York area airports are among the top ve airports in terms of aircraft delay. Of the Washington, D.C., area airports, only Washington National appears on the table. (And, as discussed below, Washington National does not have any all-cargo operations.) Table 4 compares the statistics from Tables 2 and 3. It is interesting to note that, of the top ten airports with the highest percentage of delay, 6 are in the top ten in cargo
35
TABLE 2
Total Freight Ranked by Cargo Tonnage #1 in total cargo enplaned/deplaned worldwide #4 in total operations & cargo enplaned/deplaned worldwide #1 in operations & #5 in total cargo worldwide #6 in total cargo enplaned/deplaned worldwide UPS hub and #9 in total cargo enplaned/deplaned worldwide #2 in operations & #12 in total cargo worldwide #8 in operations & #13 in total cargo worldwide Emery hub, #16 in total cargo worldwide Fed Ex rgnl hub, #18 in total cargo worldwide #11 in operations & #21 in total cargo worldwide Burlington Air Exp hub, #22 in total cargo worldwide #6 in operations & #25 in total cargo worldwide UPS rgnl hub, #28 in total cargo worldwide CF Air Freight, Arrow, FedEx rgnl hub, #31 in world cargo Air-Sea-Land intermodal center UPS rgnl hub, #12 in operations & #33 in cargo worldwide #4 in total operations worldwide Fed Ex/UPS rgnl hubs, #15 in operations & #38 in cargo Major Washington, DC, area airport Major Washington, DC, area airport DHL hub, #40 in operations & #48 in cargo worldwide Airborne hub, privately owned Major New York area airport Main Fed Ex hub, #24 in operations & #81 in total cargo worldwide Major Washington, DC, area airport Fed Ex large-cargo hub, formerly the Flying Tigers hub CF/Emery & Airborne regional hubs; planned as NYC reliever Planned as east coast cargo reliever 290,387 259,775 236,242 227,200 219,535 201,601 189,424 166,443 145,747 143,696 109,623 106,188 64,775 64,390 29,824 18,041 527 318,982 320,156 454,681 500,031 551,034 501,058 352,812 351,518 320,006 286,272 260,339 250,374 241,928 222,164 208,745 183,420 160,613 158,353 120,805 117,019 71,382 70,958 32,866 19,881 581 a) 575,249 633,924 598,365 659,398 701,502 773,055 740,280 815,789 364,476 159,958 778,779 452,005 214,391 370,331 414,968 121,398 503,095 138,554 220,234 315,944 414,902 675,060 400,188 231,113 307,879 272,695 21,894 362,072 353,091 322,403 44,000 81,797 128,436 11,000 3,223 272 25.00% 3.94% 0.21% b) 19,786 7,064 8,100 15,484 21,675 359 54,706 4.94% 3.06% 2.63% 5.68% 99.00% 0.10% 15.49% 32,488 12,857 9,001 14,128 15.15% 3.47% 2.17% 11.64% 906,928 999,435 803,453 1,099,522 1,211,673 622,427 15,356 54,670 25,476 1.91% 15.00% 15.93% 1,299,104 1,431,613 304,490 18,343 Metric Tons Short Tons Ops Ops Total Freight Total All Cargo % Cargo Ops 6.02%
ENPLANED AND DEPLANED FREIGHT AND MAIL, INCLUDING EXPRESS YEAR ENDING 12/31/88
ID
Airport
JFK
NY-John F. Kennedy Intl
LAX
Los Angeles Intl
ORD
Chicago-OHare Intl
MIA
Miami Intl
SDF
Sandiford Field, KY
ATL
Atlanta-Hartsfield Intl
SFO
San Francisco Intl
DAY
Dayton Intl, OH
EWR
New York-Newark Intl
BOS
Boston-Logan Intl, MA
FWA
Ft Wayne Muni, IN
DEN
Denver-Stapleton Intl
36
ONT
Ontario Intl, CA
IND
Indianapolis Intl
SEA
Seattle-Tacoma Intl
PHL
Philadelphia Intl
DFW
Dallas-Ft Worth Intl
OAK
Metro. Oakland Intl, CA
IAD
Washington-Dulles Intl
BWI
Baltimore-Washington Intl
CVG
Greater Cincinnati Intl
ILN
Wilmington, OH
LGA
New York-LaGuardia
MEM
Memphis Intl
DCA
Washington National
LCK
Rickenbacker ANGB, OH
SWF
Stewart Intl, NY
BGR
Bangor Intl, ME
a) Enplaned tons only. b) Estimate provided by Airborne Traffic Management; FAA/RSPA Airport Activity Statistics of Certificated Route Air Carriers.
tonnage. Looking only at this relationship, one might assume that delays could be reduced by relocating the cargo activity. However, as will be explained in the following paragraphs, this is not necessarily true.
TABLE 3
PERCENTAGE OF OPERATIONS DELAYED 15 MINUTES OR MORE

Percentage
Airports Newark International Chicago OHare International New York La Guardia San Francisco International New York Kennedy Boston Logan International St. Louis-Lambert International Denver Stapleton International Dallas-Fort Worth International Atlanta Hartsfield International Philadelphia International Detroit Metropolitan Los Angeles International Washington National Minneapolis International Houston International Pittsburgh International Cleveland Hopkins International Miami International Kansas City International Fort Lauderdale International Las Vegas McCarran International
Source: ATOMS Data
1985 9.2 4.1 9.2 3.4 6.1 6.1 4.6 4.6 1.7 6.2 0.9 2.1 0.8 2.0 2.2 0.3 1.7 0.1 0.3 0.3 0.1 0.0
1986 13.8 5.6 8.9 5.3 7.0 7.3 4.4 3.2 2.6 6.5 2.0 1.3 1.1 3.2 3.9 0.2 0.6 0.3 0.7 1.0 0.3 0.0
1987 6.5 4.6 6.5 6.2 6.5 4.8 1.6 3.7 2.0 6.2 3.7 1.5 3.3 2.3 0.7 0.5 0.7 0.1 0.4 0.5 0.2 0.1
1988 6.7 5.5 5.2 6.3 5.3 3.7 2.7 3.7 1.4 3.5 2.6 1.5 1.7 1.5 1.4 0.7 0.7 0.5 0.3 0.2 0.2 0.1
1989 10.3 10.2 9.4 7.0 6.0 3.0 2.8 2.6 2.4 2.3 2.0 1.6 1.0 1.0 0.7 0.7 0.6 0.2 0.2 0.2 0.2 0.1
37
TABLE 4
COMPARISON OF RANKINGS IN DELAY AND CARGO TONNAGE
Delay Ranking 1 2 3 4 5 6 7 8 9 10
Airport Newark International San Francisco International Chicago OHare New York John F. Kennedy New York La Guardia Boston Logan Denver Stapleton Atlanta Hartsfield St. Louis International Philadelphia International
Cargo Tonnage 9 7 3 1 30 10 13 6 35 18
38
Analysis of All-Cargo Operations at New YorkArea Airports

General Tables 7 through 12 (see Appendix A) tabulate the number of cargo operations, general aviation operations, and all other aircraft operations, broken down by hour, for the three airports in the New York area for a typical two-day period. These hourly trafc gures were developed based on the Ofcial Airline Guide and historical data provided by the FAA Central Flow Control Facility. In order to more easily visualize the actual impact by hour of all-cargo operations, Figures 5, 7, and 9 compare these operations to the airports nominal hourly capacity, under both visual ight rules (VFR) and instrument ight rules (IFR) conditions. The nominal airport capacity gures were obtained from the National Plan for Integrated Airport Systems (NPIAS) database maintained by the FAA. They are intended only as a gauge for comparison against current hourly trafc gures. An airports actual capacity varies during the day and depends on a number of factors, including the runway conguration that is being used and the mix of aircraft types taking off and landing.
39
FIGURE 5
TOTAL HOURLY OPERATIONS AT JOHN F. KENNEDY INTERNATIONAL AIRPORT NOVEMBER 28, 1990
90 80
Operations per Hour
70 60 50 40 30 20 10 0
00 01 02 03 04 05 06 07 08 09 10 11 12 13 14 15 16 17 18 19 20 21 22 23
Time of Day (hours)
NOVEMBER 29, 1990

90 80
Operations per Hour
70 60 50 40 30 20 10 0
00 01 02 03 04 05 06 07 08 09 10 11 12 13 14 15 16 17 18 19 20 21 22 23
Time of Day (hours)
All other Operations GA Operations Cargo Operations VFR Hourly Capacity * IFR Hourly Capacity *
* Theoretical capacity taken from the National Plan for Integrated Airport Systems (NPIAS) database maintained by the FAA.
40
John F. Kennedy International Airport (JFK)
John F. Kennedy International Airport (Figure 6) exceeded its nominal VFR capacity of 82 operations per hour during three hours on 11/28/90 and during one hour on 11/29/90 (Figure 5). Cargo operations do contribute to exceeding capacity in those hours, but, as the graph shows, this contribution is slight. Just over 2 percent of the total 90 operations at the busiest hour are due to all-cargo aircraft, about the same percentage as general aviation. This means that, at the busiest hour, there were only two all-cargo operations. Of the four times JFKs VFR capacity was exceeded, there was a total of only three allcargo operations. About 90 percent of the cargo operations are scheduled for hours when the airport has ample capacity in good weather and bad.
FIGURE 6
JOHN F. KENNEDY INTERNATIONAL AIRPORT (JFK)
CONTROL TOWER
22R
31R
INTERNATIONAL ARRIVAL TERMINAL
31L
(5000 FT.)
41
22L
13L
13R
NORTH PASSENGER TERMINAL
4L
4R
FIGURE 7
TOTAL HOURLY OPERATIONS AT LA GUARDIA INTERNATIONAL AIRPORT NOVEMBER 28, 1990

90 80
Operations per Hour
70 60 50 40 30 20 10 0
00 01 02 03 04 05 06 07 08 09 10 11 12 13 14 15 16 17 18 19 20 21 22 23
Time of Day (hours)
NOVEMBER 29, 1990

80 70
Operations per Hour
60 50 40 30 20 10 0
00 01 02 03 04 05 06 07 08 09 10 11 12 13 14 15 16 17 18 19 20 21 22 23
Time of Day (hours)
42
LaGuardia Airport (LGA)
LaGuardia Airport (Figure 8) exceeded its VFR capacity of 62 operations per hour six times on 11/28/90 and eight times on 11/29/90 (Figure 7). Since LaGuardia has only one all-cargo ight per day, at 0600, cargo operations were not a factor in adding to congestion.
FIGURE 8
LA GUARDIA INTERNATIONAL AIRPORT (LGA)

31
GA TERMINAL GA MAINTENANCE & BASE FACILITIES
( 5000 FT )
43
22
13
AIR CARRIER MAINTENANCE & BASE FACILITIES
TERMINAL BUILDING
AIR CARRIER MAINTENANCE & BASE FACILITIES
Closed Runway
FIGURE 9
TOTAL HOURLY OPERATIONS AT NEWARK INTERNATIONAL AIRPORT NOVEMBER 28, 1990

140 120
Operations per Hour
100 80 60 40 20 0
00 01 02 03 04 05 06 07 08 09 10 11 12 13 14 15 16 17 18 19 20 21 22 23
Time of Day (hours)
NOVEMBER 29, 1990

100 90 80
Operations per Hour
70 60 50 40 30 20 10 0
00 01 02 03 04 05 06 07 08 09 10 11 12 13 14 15 16 17 18 19 20 21 22 23
Time of Day (hours)
44
Newark International (EWR)
Newark International (Figure 10) exceeded its VFR capacity of 81 operations per hour three times on 11/28/90 and four times on 11/20/90 (Figure 9). Allcargo operations contribute to exceeding capacity, but this contribution averages about three percent, less than general aviation. At the busiest hour (1700, 11/28/90), there were only two all-cargo operations. At their worst (0900, 11/29/90), all-cargo operations represented 6 percent of the total operations, or 5 of 84 operations. About 60 percent of the cargo operations at Newark are scheduled for hours when there is ample capacity in good weather and bad.
FIGURE 10
NEWARK INTERNATIONAL AIRPORT (EWR)

GA PARKING NORTH TERMINAL BUILDING
CONTROL TOWER
TERMINALS
4L
4R
5,000 FT.
45
29
22 R
22L
11
In summary, air-cargo operations are only a small part of the delay and congestion problem at JFK and Newark airports. Any benets in terms of delay-cost savings that would result from diverting all-cargo operations to another airport would probably be far outweighed by the cost of duplicating the tremendous cargo infrastructure that has developed there. A large part of the cargo is carried in the baggage holds of airliners and will remain at the busiest passenger airports. Several of the cargo station managers interviewed pointed out that New York remains the center of many businesses and industries that depend on air cargo, like the garment industry and the diamond markets. Cargo operations generate essential revenue at airports that must remain open 24 hours a day during the hours that air-carrier passenger operations are at their lowest levels. Both Newark and JFK are expanding their ground-side cargo facilities in order to meet the future demand of the increased cargo operations they expect and are actively seeking.
46
V Air-cargo Operations in the Washington, D.C., Area

Description of Washington Air-Cargo Operations
Washington Dulles International Airport (IAD) The Dulles catchment area (from Pennsylvania to North Carolina) generated over $5.8 billion in air exports in 1989, according to a Virginia Department of Aviation study. Dulles (Figure 11) has grown to become the seventh largest U.S. gateway airport for nonstop passenger ights to Europe. This increase in nonstop ights leads to an increase in passenger travel, and more importantly, an increase in cargo capacity and revenues for the region. With the transfer of Washington Dulles and Washington National Airports from the Federal Government to the Metropolitan Washington Airports Authority in 1987, a $1.5 billion capital development program was initiated. The $800 million program at Dulles includes a new international arrivals building, terminal expansion, and parking and taxiway improvements. Ultimately, two additional runways are planned for construction. With these improvements, the Authority estimates that Dulles will be able to handle up to 700,000 takeoffs and landings per year, making it one of the busiest airports in the world. Passenger load will have increased from 500,000 passengers in 1962 to 20 million by the year 2000. While domestic passenger travel increased 7.3 percent at Dulles last year, international travel jumped nearly 15 percent double the national average. Since cargo trafc follows passenger trafc, the Washington area can expect an infusion of capital from increased trade and investments. According to a recent study by the Virginia Department of Aviation, Dulles air cargo has averaged a 24 percent annual growth in cargo tonnage since 1982, making it the fastest-growing East Coast gateway for air freight. The airport currently handles about 370 million pounds annually. The study projects continued growth for domestic air freight due to U.S economic strength, new air freight services, and the growth of facsimile and other electronic communications. The international air freight
47
FIGURE 11
WASHINGTON DULLES INTERNATIONAL AIRPORT (IAD)

19R
3500 ft
W1
W 3
W 4
E10
W
CONTROL TOWER
E9
T1 T2
W 7
MIDFIELD TERMINAL RAMP
T5
T1 T2
T3
T4
L
E3
W1
N1
N5
0f t
30
N4
N3
29R
W2
-4
00
30
W2
W1
30
E1
5,000 FT
FIGURE 12
WASHINGTON NATIONAL AIRPORT (DCA)

15
INTERIM TERMINAL
GA MAINTENANCE
GA PARKING
GA/COMMUTER TERMINAL
NORTH TERMINAL
TERMINAL BUILDING
33
SOUTH HANGERS
GA PARKING
3
36
48
E8
E6
N2
N1
1L
R6 W 8
E1 E4
E5 E7
E2 E1
1R
19L
21
18
W 5
6 W 8
12
11L
business is expected to grow at a rate equal to or exceeding the last ve years due to expansion in world trade, new international routes from Dulles, and the ability of combination, or combi carriers (passenger and freight) to compete effectively with freight-only carriers. By the fall of 1991, Cargo Building #5 at Dulles will be completed. This building will make a radical difference, tripling the airports capacity to handle air freight. It will include complete, state-of-the-art services, storage and ofce space, refrigeration for perishable goods, loading docks for eight large aircraft, and a staging area for trucks to expedite loading and unloading. Included will be a centralized customs facility with a drive-through design to expedite cargo transfer. Washington Dulles is actively seeking more cargo trafc. According to the former president of the Washington Area Cargo Authority (WACA), Dulles is a major hub with a very signicant untapped cargo potential. And, the president of the Washington Airports Task Force says that Collectively were going to make Dulles a major world cargo center. There is a need for a major midAtlantic cargo hub, and Dulles is a natural to fulll that function. According to the Task Force, Dulles is operating near the maximum capacity of its current cargo facilities, but, when the new facility is ready in the fall of 1991, there will be room to more than triple its cargo operations. (It should be noted that at Dulles the factor that determines cargo capacity is the warehouse/cargo sorting space available, not the runway or airspace capacity.) All-cargo operations at Dulles average 50 to 60 per week. Most allcargo operations are conducted during off-peak hours. Washington National Airport (DCA) Air-cargo facilities at National (Figure 12) include three buildings with more than 60,000 square feet of ofce, cargo, parking and storage space. The largest facilities are operated by United Airlines. Other air freight operations at the airport are conducted by American, Northwest, TWA, Delta, USAir and Eastern. U.S. Postal Service mail is the predominant cargo item leaving from and arriving at National, averaging over 8 million pounds a month. All the cargo carried from National is either belly or combi cargo. There are no all-cargo operations at this airport. Only one all-cargo ight was recorded in 1988.
49
FIGURE 13
BALTIMORE/WASHINGTON INTERNATIONAL AIRPORT (BWI)
00
ft.
22
35
33R
33L
5,000 ft.
50
28
15L
15R
Cargo Area
10
Passenger Terminal
Baltimore/Washington International Airport (BWI)
Baltimore/Washington International Airport (Figure 13) reported an increase last year of more than 2 percent in air-cargo volume, handling 244 million pounds. The airport has 330,000 square feet of cargo facilities on more than 30 acres.
BWI is also actively seeking additional cargo trafc.
According to the manager of cargo development at BWI, the airport has always been one of the Nations most progressive airports in the area of cargo. The airports proximity to Interstate 95 and to the Port of Baltimore are advantageous to both shippers and consignees. About 10 percent of the cargo handled by BWI is air/sea merchandise, utilizing both airline and ship transportation. This special service meets the speed and handling requirements of shipments such as machine and air parts. New to BWI this year is KLM Royal Dutch Airlines, which uses the new, extended-range Boeing 747-400. This jumbo jet can carry 295 passengers and crewmembers and up to 70,000 pounds of freight in a combi conguration. The ability to haul cargo in the rear of the main deck of the aircraft allows the plane to carry oversize items not suitable for other aircraft (specically those which depend upon belly cargo). Of interest is the intention of KLM to expand its capacity to export American livestock. At present, according to the airports Planning Ofce, BWI is operating at about 90 percent of the capacity of their existing cargo facilities, and they are planning a large expansion of air freight facilities which will provide more direct ramp access for all-cargo aircraft. There are an average of 150 all-cargo operations at BWI each week. These all-cargo operations are ordinarily scheduled at off-peak hours.
51
FIGURE 14
TOTAL HOURLY OPERATIONS AT WASHINGTON DULLES INTERNATIONAL AIRPORT NOVEMBER 28, 1990
140 120
Operations per Hour
100 80 60 40 20 0
00 01 02 03 04 05 06 07 08 09 10 11 13 14 15 16 17 18 19 20 21 22 23
Time of Day (hours)
NOVEMBER 29, 1990

140 120
Operations per Hour
100 80 60 40 20 0
00 01 02 03 04 05 06 07 08 09 10 11 12 13 14 15 16 17 18 19 20 21 22 23
Time of Day (hours)
52
Effects of Air-Cargo Operations on Congestion and Delay

General Tables 13 through 18 (see Appendix A) tabulate the number of cargo operations, general aviation operations, and all other aircraft operations, broken down by hour, for the three airports in the Washington, D.C., area for a typical two-day period. Again, to more easily visualize the actual impact by hour of all-cargo operations, Figures 14 through 16 compare these operations to the airports nominal capacity, under both VFR and IFR conditions. Aircargo operations do not contribute signicantly to delay at the Washington, D.C., area airports. All-cargo operations are scheduled predominantly at off-peak hours at both Dulles and Baltimore/Washington, between 2200 hours and 0800 hours at Dulles and 2100 hours and 0800 at Baltimore/Washington. No all-cargo operations are conducted at National. World air-cargo operations are projected to double by the end of the century, according to Boeings World Air Cargo Forecast. Even at these levels, the airports in the Washington area will still be operating under their capacity for cargo. And, there will continue to be a great deal of unused capacity at Dulles and Baltimore/Washington International, where the airport authorities are actively seeking more cargo operations. Only once in the observed two-day period (Figure 14) do hourly operations at Dulles even exceed its rated capacity of 87 operations per hour for IFR conditions (which were not in effect on the date indicated). This was during the 1600 hour, 11/28/90, when 94 ights arrived or departed. No all-cargo operations were recorded during this period. However, there were 25 general aviation ights in that hour. Dulles capacity under VFR conditions is 119 operations per hour. According to the Washington Dulles International Airport Capacity Plan, October 1990, produced by the FAA and the Metropolitan Washington Airports Authority, an annual demand of 450,000 operations represents a daily demand of 1,406 operations and a peak-hour demand of 117 operations. (These gures were generated by a capacity/delay computer model to support the Capacity Plan.)
53
Washington Dulles International Airport (IAD)
TABLE 5
AIRCRAFT OPERATIONS, WASHINGTON DULLES INTERNATIONAL AIRPORT
Year Actual 1985 1988 Forecast
Total Operations 198,000 241,000
All-cargo Operations
Assuming the percentage of all-cargo operations reported in 1988 (Table 2) remains constant at 3.06% 236,000 408,000 452,000 490,000 8,048 12,485 13,382 14,994
1990 1995 2000 2005
Source for actual and forecast total operations: FAA-APO-90-6, Terminal Area Forecasts FY 1990-2005, July 1990.
54
The FAAs Terminal Area Forecasts FY 1990-2005 estimates that Dulles will reach this level of operations about the year 2000. For Dulles, this peak-hour demand of 117 operations is still below the VFR hourly capacity of 119 operations (see Figures 12a and 12b) of the present airport conguration. Current plans for Dulles include the construction of one, and perhaps two, additional runways before FY 2000. This, and other capacity improvements planned for Dulles, will further increase the airports capacity. By 2005, total operations at Dulles are projected to reach 490,000 per year (see Table 5). The FAA does not forecast cargo operations, but, assuming that they remain a relatively constant percentage of total operations, allcargo aircraft operations will more than double by 2005, from just over 7,000 operations per year in 1988 to nearly 15,000 per year. This constant percentage may result in a high estimate, because most of Dulles growth in cargo has been from belly and combi cargo, and this trend is expected to continue. On the other hand, the new cargo facilities scheduled for completion in the fall of 1991 may attract enough all-cargo carriers to reach 15,000 annual operations by 2005. In any case, 15,000 all-cargo operations per year represents approximately 41 operations per day, or an average of just under two per hour. Since all-cargo aircraft are expected to continue to operate predominantly at night, or during off-peak hours, this level of daily operations should not become a signicant factor in delay and congestion at Dulles.
55
FIGURE 15
TOTAL HOURLY OPERATIONS AT WASHINGTON NATIONAL INTERNATIONAL AIRPORT NOVEMBER 28, 1990
80 70
Operations per Hour
60 50 40 30 20 10 0
00 01 02 03 04 05 06 07 08 09 10 11 12 13 14 15 16 17 18 19 20 21 22 23
Time of Day (hours)
NOVEMBER 29, 1990

80 70
Operations per Hour
60 50 40 30 20 10 0
00 01 02 03 04 05 06 07 08 09 10 11 12 13 14 15 16 17 18 19 20 21 22 23
Time of Day (hours)
56
Washington National Airport (DCA)
Washington National Airport exceeded its IFR capacity of 60 operations per hour four times on 11/28/90 and six times on 11/29/90 (Figure 15). Cargo operations were not a factor, since National has no all-cargo ights, but it is affected by general aviation. Nationals capacity under VFR conditions is 73 operations per hour. Baltimore/Washington International Airport exceeded its hourly capacity of 70 operations for IFR conditions only once, during the 1600 hour, 11/29/90 (Figure 16). There were 71 ights arriving or departing in that hour, with no all-cargo operations and 8 general aviation ights. BWIs capacity under VFR conditions is 125 operations per hour. According to the FAAs Terminal Area Forecasts FY 1990-2005, BWI will reach an annual demand of 425,000 operations about the year 2000 (see Table 6). This represents a 40 percent increase in annual operations over 1988 and a 34 percent increase over 1990. But, with a peak hour demand of only 73 operations on a typical day, November 29, 1990, the airport can absorb this increase within its present conguration, which has a VFR hourly capacity of 125 operations. Like Dulles, Baltimore/Washington International has plans for the construction of one additional runway before the year 2000 which will further increase the airports capacity. By 2005, total operations at BWI will have reached 479,000 per year (see Table 6). Following the same assumption used with Dulles, that all-cargo operations will remain a relatively constant percentage of total operations, all-cargo ights to and from BWI will increase by about 55 percent by 2005, from 8,100 operations per year to nearly 12,500 per year. This forecast level of operations, based on a steady rate of annual increase, is actually higher than the forecast provided by the Planning Ofce at BWI. Based on a decreasing percentage of all-cargo to total operations, BWI expects an annual level of all-cargo operations of 10,100 by 2005. But, even at 12,500 operations per year, all-cargo operations will represent only 35 operations per day, or an average of less than 1.5 per hour. Again, since all-cargo aircraft are expected to continue operating predominantly at night or during offpeak hours, this level of daily operations should not become a signicant factor in delay and congestion at BWI.
57
Baltimore/Washington International Airport (BWI)
FIGURE 16
TOTAL HOURLY OPERATIONS AT BALTIMORE WASHINGTON INTERNATIONAL AIRPORT NOVEMBER 28, 1990
140 120
Operations per Hour
100 80 60 40 20 0
00 01 02 03 04 05 06 07 08 09 10 11 12 13 14 15 16 17 18 19 20 21 22 23
Time of Day (hours)
140 120
Operations per Hour
NOVEMBER 29, 1990
100 80 60 40 20 0
0 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23
Time of Day (hours)

58
TABLE 6
AIRCRAFT OPERATIONS, BALTIMORE/WASHINGTON INTERNATIONAL AIRPORT

Year Actual 1985 1988 Forecast Total Operations 284,000 304,000 Assuming the percentage of all-cargo operations reported in 1988 (Table 2) remains constant at 2.6% 318,000 370,000 425,000 479,000 8,268 9,620 11,050 12,454 All-cargo Operations
1990 1995 2000 2005
Source for actual and forecast total operations: FAA-APO-90-6, Terminal Area Forecasts FY 1990-2005, July 1990.
Alternative Locations for Washington, D.C., Regional Air-Cargo Facility
Several potential locations for a regional air-cargo facility in the Washington, D.C., area were investigated. One of the criteria used in searching for alternatives was that any site selected should be outside the terminal area airspace of the current three major airports in the Washington area (National, Dulles, and BWI). This was done to avoid the possibility of interference with and delay of aircraft on approach to or departure from these airports. Tipton (Figure 17) is a part of an approximately 9,000 acre portion of Fort Meade that has been earmarked for closure. However, current plans are to turn about 7,000 acres of the site over to the Park Service, sell about 1,000 acres to private developers for residential and commercial uses, and develop approximately 400 acres that include the aireld into a regional general aviation facility. The Army has used the aireld to support helicopter and light aircraft operations. Given the current plans for the land surrounding the aireld and the proximity of the National Security Agency and other parts of Fort Meade which will not be closed, there is not sufcient land available at Tipton to support a regional
59
Tipton Army Aireld (FME) Fort Meade, MD
FIGURE 17
TIPTON ARMY AIRFIELD (FME)
FIGURE 18
MARTIN STATE AIRPORT (MTN)

14
FIGURE 19
WINCHESTER REGIONAL AIRPORT (W16)

14
32
60
32
28
10
air-cargo facility that could accommodate international ight operations. In addition, a portion of the aireld oods about twice a year. Finally, Tipton is located between National and BWI airports, within the proposed Tri-Area TCA, and immediately adjacent to the proposed VFR yway through the new TCA. Martin State Airport (MTN) Martin State (Figure 18) is located northeast of Baltimore on Chesapeake Bay. Its only runway is nearly 7,000 feet long, but there is very little room for expansion. Chesapeake Bay is at the south end of the runway, and a highway and rail line are located at the north end. The area around the aireld is already developed, so that noise restrictions would likely become a factor. Noise abatement procedures are already in effect. Finally, the aireld itself is located in a 100-year flood plain, and the Chesapeake Bay end of the aireld is a part of the wetlands under the jurisdiction of the Chesapeake Bay Critical Area Commission. Efforts to develop Martin State would likely run into environmental hurdles that would require years of litigation. Winchester Regional Airport (Figure 19), in northwestern Virginia, is in the middle of a capital improvement program that will include a 1,000 foot runway and taxiway extension, for a total runway length of 5,400 feet. This will include upgraded lighting and navigation aids to improve instrument approaches for all-weather operations, a new general aviation passenger terminal, and new hangar, parking, and service area. The Airport Authority sees the airport as a major corporate airport, supporting corporate and business aircraft (including jet), as well as recreational and general aviation aircraft. A commuter airline has expressed an interest in operating in and out of Winchester, and the airport could easily support a light cargo operation. However, although there is room for additional runway extension and widening, the downtown area of Winchester is only two miles from the end of the runway in the direction over which aircraft normally depart. Noise restrictions could become a problem, particularly for large jet cargo aircraft conducting operations at night.
Winchester Regional Airport (W16)
61
FIGURE 20
MARTINSBURG EASTERN WVA REGIONAL AIRPORT (MRB)

17
35
FIGURE 21
HAGERSTOWN WASHINGTON COUNTY REGIONAL AIRPORT (HGR)

9
Control Tower Hangers

2
20
Army Hanger Fire Station

27
Hangers
62
26
8
Martinsburg Eastern West Virginia Regional Airport (MRB)
Martinsburg Airport (Figure 20) is located to the south of Martinsburg, West Virginia, just off U.S. Route 11, near Interstate Highway 81. It is 35 air miles from Washington Dulles International Airport, 80 miles from Washington, D.C., and 90 miles from Baltimore. The existing east-west runway is approximately 7,000 feet long and is ILS-equipped. The north-south runway is 5,000 feet long. Because U.S. Route 11 borders part of the west side of the airport, the west end of the east-west runway could only be extended about 500 feet without relocating the highway. However, there is ample land available to the east, permitting the extension of the runway to 11,000 feet. Martinsburg is one of the airports still under consideration for a large United Airlines maintenance facility. The airport authority has learned that it would cost about $2.0 million for every 1,000 feet of runway and taxiway extension. Thus, extending the east-west runway and parallel taxiway from 7,000 to 11,000 feet would cost $8 to $10 million. The airport authority is developing an adjacent business and industrial park. In the spring of 1991, the State of West Virginia plans to begin construction of a freeway interchange from Interstate 81 that will provide improved access to the business park and the airport. According to the airport authority, any necessary cargo facilities could be funded and built by the city and county, and then provided to the cargo operators on a 25to 30-year leaseback. Alternatively, they could be built by the cargo operators themselves. For international operations, free customs service is available, with prior notice, from the customs ofce at the Virginia Inland Port located about 30 miles away near Front Royal, Virginia. Hagerstown Airport (Figure 21) is located north of Hagerstown, Maryland, approximately 75 miles from Baltimore, Maryland, and 75 miles from Washington, D.C. The existing east-west runway is 5,450 feet long, and the north-south runway is about 3,500 feet long. The east-west runway is ILS-equipped. The airport authority has already acquired about 95 acres of land east of the east-west runway, and the Airport Master Plan includes a phased series of extensions to the runway and taxiway on this land. Extending the runway to 6,100 feet would cost about $3.5 million. Going beyond this length will require a fairly extensive project to tunnel U.S. Highway 11 under the runway.
63
Hagerstown Washington County Regional Airport (HGR)
Extending the runway to 7,000 feet would cost about $23 million, and an additional 1,000 feet would bring the total to $45 million. There is additional farm land available that could be acquired to further extend the runway and taxiway to 10,000 12,000 feet. Runway costs for this additional length would not be quite so expensive, since the land would not require as much ll and grading. The airport authority is also developing an adjacent business and industrial park, part of which would provide an excellent site for cargo facilities and taxiway access to the runway.
64
VI Findings
A. It is appropriate that cargo operations be collocated with passenger operations at the busier metropolitan area airports. More than half of all air cargo is carried as belly cargo on scheduled passenger aircraft. To try to isolate cargo from passenger operations would be difcult and inefcient. B. All-cargo aircraft operations add little to air trafc congestion and delay at busy air-carrier airports. All-cargo ights represent a relatively small percentage of the take-offs and landings at these airports, and most occur at night or during other offpeak hours. C. Relocating cargo operations to separate regional air-cargo airports would be expensive and have a negligible effect on efforts to improve capacity at major metropolitan area airports. The FAA and the aviation industry must continue to pursue other alternatives to enhance the capacity of the national airport system. D. Cargo operations require the same expensive airport facilities, including long runways, highway access, and support infrastructure, as passenger operations. These facilities are best shared. Many major airports actively encourage cargo, because it generates airport revenue and additional jobs. E. There are no models of all-cargo, or primarily cargo, airports that could be considered successful at this time, other than the regional and hub sorting facilities of the integrated and small-package, express carriers. Because of the integrated, self-feeding nature of their operations, these carriers are not as dependent upon any one location. F. Multi-use reliever airports, such as Fort Worth Alliance in Texas or Huntsville International in Alabama, are more likely to be useful and successful than singlepurpose, air-cargo airports. Stewart International in New York has a much better chance to become a successful airport now that several air carriers have begun scheduled passenger service there. G. Joint-use agreements at military airelds or conversion of surplus, former military airelds may offer some of the best, leastcost alternatives for multi-use reliever airports. Military runways are usually long enough and strong enough to support large jet aircraft, and most of the necessary infrastructure is already in place.
65
66
Appendix A Tabulation of Hourly Operations
Table 7 Table 8 Table 9 Table 10 Table 11 Table 12 Table 13 Table 14 Table 15 Table 16 Table 17 Table 18
Arrivals and departures by hour at John F. Kennedy Intl Airport on 11/28/90 .............................68 Arrivals and departures by hour at John F. Kennedy Intl Airport on 11/29/90 .............................69 Arrivals and departures by hour at LaGuardia Airport on 11/28/90 ................................................70 Arrivals and departures by hour at LaGuardia Airport on 11/29/90 ................................................71 Arrivals and departures by hour at Newark International Airport on 11/28/90 .............................72 Arrivals and departures by hour at Newark International Airport on 11/29/90 .............................73 Arrivals and departures by hour at Washington Dulles Intl Airport 11/28/90 ..............................74 Arrivals and departures by hour at Washington Dulles Intl Airport 11/29/90 ..............................75 Arrivals and departures by hour at Washington National Airport 11/28/90...................................76 Arrivals and departures by hour at Washington National Airport 11/29/90...................................77 Arrivals and departures by hour at Baltimore-Washington Intl Airport on 11/28/90 ...................78 Arrivals and departures by hour at Baltimore-Washington Intl Airport 11/29/90 ........................79
67
TABLE 7
DEPARTURES CARGO % CARGO GEN AV OTHER TOTAL 0 1 0 0 1 2 1 2 2 1 0 1 0 0 0 2 0 0 0 1 0 2 2 2 20 0 0 0 13 0 0 0 56 28 13 11 18 2 353 0 45 1 38 39 45 56 29 13 13 20 4 386 0 11 13 1 8 9 3 7 10 3 16 19 0 0 0 3 2 1 0 1 0 2 4 2 39 0 7 8 1 3 22 25 0 3 1 6 3 3 0 2 2 2 0 0 0 0 0 28 0 32 33 2 2 0 19 21 2 2 1 16 19 4 1 28 34 38 27 19 22 21 37 68 86 86 83 48 33 26 25 7 707 1 2 4 5 1 10 0 0 2 5 0 5 10 16 33 38 42 30 21 28 24 40 71 90 89 85 49 33 28 29 9 774 0 1 2 1 0 1 2 0 0 0 0 0 1 1 0 0 0 1 0 1 2 0 0 1 2 0 0 2 0 1 1 1 0 1 2 50.00% 100.00% 50.00% 0 50.00% 50.00% 31.25% 12.12% 5.26% 4.76% 0 4.76% 0 0 0 4.23% 2.22% 1.12% 0 2.04% 0 7.14% 13.79% 22.22% 5.04% CARGO GEN AV OTHER TOTAL of OPS 0 0 1 1 0 5 8 12 15 6 5 12 6 14 29 57 48 41 27 20 20 15 7 5 354 388 5 9 15 20 20 29 44 51 58 31 14 9 13 5 9 17 14 12 8 0 1 2 1 1 TOTAL OPERATIONS GEN AV % of OPS 0 0 0 0 0 0 6.25% 3.03% 5.26% 4.76% 10.00% 4.76% 21.43% 12.50% 7.50% 0 2.22% 2.25% 2.35% 0 0 0 0 0 3.62%
ARRIVALS AND DEPARTURES BY HOUR AT JOHN F. KENNEDY INTERNATIONAL AIRPORT ON 11/28/90
ARRIVALS
TIME
CARGO GEN AV OTHER TOTAL
0000
0100
0200
0300
0400
0500
0600
0700
0800
0900
68
1000
1100
1200
1300
1400
1500
1600
1700
1800
1900
2000
2100
2200
2300
19
15
TABLE 8
DEPARTURES CARGO % CARGO GEN AV OTHER TOTAL 1 1 0 1 1 2 1 1 3 2 0 1 1 0 2 1 0 0 1 2 3 2 3 3 32 0 0 0 0 2 0 0 55 28 14 11 18 4 371 0 52 0 38 0 13 14 38 52 56 30 17 13 21 7 405 0 9 11 0 7 7 0 20 21 1 0 2 2 0 1 1 2 4 2 6 3 53 1 9 11 2 0 17 17 0 0 32 34 3 0 2 1 0 1 2 1 2 1 0 0 0 0 0 0 13 1 26 30 3 3 0 13 14 2 0 33 40 40 27 21 24 24 45 76 83 78 79 46 34 27 23 8 726 0 5 6 5 0 10 0 0 2 6 0 7 0 0 1 1 0 0 1 13 15 35 46 43 29 24 25 25 49 79 85 80 80 48 38 29 29 11 792 0 0 1 2 0 0 2 0 0 0 1 0 1 2 0 0 1 2 0 0 2 0 0 1 2 0 0 2 CARGO GEN AV OTHER TOTAL of OPS 100.00% 100.00% 50.00% 100.00% 100.00% 46.15% 33.33% 5.71% 6.52% 6.98% 0 8.33% 4.00% 0 4.08% 2.53% 0 1.25% 1.25% 4.17% 10.53% 6.90% 20.69% 27.27% 6.69% 0 0 1 0 0 7 5 20 14 8 10 12 4 17 36 63 45 26 24 18 20 16 5 4 355 387 4 8 16 21 18 24 28 47 65 38 18 4 13 12 9 16 21 9 11 0 1 2 1 1 TOTAL OPERATIONS
ARRIVALS AND DEPARTURES BY HOUR AT JOHN F. KENNEDY INTERNATIONAL AIRPORT ON 11/29/90
ARRIVALS
GEN AV % of OPS 0 0 0 0 0 0 0 0 6.52% 0 6.90% 4.17% 0 4.00% 4.08% 1.27% 2.35% 1.25% 0 0 0 0 0 0 1.64%
TIME
0000
0100
0200
0300
0400
0500
0600
0700
0800
0900
1000
69
1100
1200
1300
1400
1500
1600
1700
1800
1900
2000
2100
2200
2300
21
11
TABLE 9
DEPARTURES CARGO % CARGO GEN AV OTHER TOTAL 0 0 0 0 0 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 0 0 0 15 0 0 1 44 27 23 18 5 0 480 2 38 3 41 44 40 45 27 23 18 5 0 496 4 32 36 0 23 23 0 31 31 1 30 31 0 0 0 0 0 0 0 0 0 0 0 0 1 0 25 25 0 0 27 27 0 3 1 1 0 0 8 6 3 3 0 0 0 0 0 34 1 30 31 0 4 0 41 41 0 1 1 31 32 0 1 52 68 50 61 57 54 57 53 55 71 86 82 59 49 40 33 9 959 1 14 16 1 2 19 1 0 1 0 1 0 1 22 53 69 54 64 58 55 57 53 63 77 89 85 59 49 40 33 9 994 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 1 0 0 0 0 0 3 3 0 0 0 4.55% 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0.10% CARGO GEN AV OTHER TOTAL of OPS 3 1 0 0 0 0 5 21 27 20 34 32 24 26 30 23 30 48 38 32 26 22 28 9 479 498 9 28 22 26 32 40 49 33 27 30 26 24 33 37 23 28 21 6 0 0 0 0 1 3 TOTAL OPERATIONS GEN AV % of OPS 0 0 100.00% 9.09% 1.89% 1.45% 7.41% 4.69% 1.72% 1.82% 0 0 12.70% 7.79% 3.37% 3.53% 0 0 0 0 0 3.42%
ARRIVALS AND DEPARTURES BY HOUR AT LAGUARDIA AIRPORT ON 11/28/90
ARRIVALS
TIME
0000
0100
0200
0300
0400
0500
0600
0700
0800
0900
70
1000
1100
1200
1300
1400
1500
1600
1700
1800
1900
2000
2100
2200
2300
19
TABLE 10
DEPARTURES CARGO % CARGO GEN AV OTHER TOTAL 0 0 0 0 0 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 0 0 0 0 27 0 2 41 27 23 18 5 0 470 3 32 5 36 2 32 34 41 35 43 27 23 18 5 0 498 0 23 23 4 29 33 4 35 39 0 0 0 0 0 0 0 0 0 0 0 0 1 1 25 26 0 0 23 23 0 2 39 41 0 3 3 1 6 7 1 4 6 5 3 0 0 0 0 0 49 3 35 38 0 6 0 26 26 0 3 53 59 61 60 55 60 58 55 56 70 71 70 60 46 43 33 9 947 1 21 23 1 1 24 0 0 0 0 0 0 0 0 0 0 0 0 0 0 26 56 65 64 63 56 66 65 56 60 76 76 73 60 46 43 33 9 997 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 1 0 0 0 0 0 3 3 CARGO GEN AV OTHER TOTAL of OPS 0 0 3.85% 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0.10% 3 1 0 0 0 0 3 27 24 22 37 30 25 29 32 24 34 39 29 33 23 25 28 9 477 499 9 28 25 23 33 30 41 35 26 33 32 27 30 40 23 27 30 3 0 0 0 0 1 3 TOTAL OPERATIONS
ARRIVALS AND DEPARTURES BY HOUR AT LAGUARDIA AIRPORT ON 11/29/90
ARRIVALS
GEN AV % of OPS 0 0 3.85% 5.36% 9.23% 4.69% 4.76% 1.79% 9.09% 10.77% 1.79% 6.67% 7.89% 6.58% 4.11% 0 0 0 0 0 4.91%
TIME
0000
0100
0200
0300
0400
0500
0600
0700
0800
0900
1000
71
1100
1200
1300
1400
1500
1600
1700
1800
1900
2000
2100
2200
2300
22
TABLE 11
DEPARTURES CARGO % CARGO GEN AV OTHER TOTAL 1 1 0 0 0 0 1 0 3 1 0 0 1 1 0 0 0 0 2 0 2 1 0 2 16 0 0 0 33 0 0 2 47 23 32 8 17 0 531 5 59 5 38 43 64 51 23 34 9 17 2 580 6 30 36 2 19 21 3 31 35 2 34 37 1 1 0 0 3 2 5 0 2 1 0 3 35 2 36 38 1 0 19 19 0 7 3 5 4 5 11 5 11 5 0 0 0 0 0 71 1 48 50 1 4 3 44 50 3 5 0 33 33 1 2 70 64 79 50 59 66 59 52 58 69 117 95 59 54 43 32 11 1,060 0 12 13 4 2 17 2 1 3 2 2 3 7 23 73 72 84 57 63 72 64 57 69 77 130 105 59 56 44 32 14 1,166 0 0 0 1 0 0 1 0 0 0 1 0 0 1 0 0 0 1 0 0 1 0 0 1 1 0 1 2 0 0 1 1 0 2 3 33.33% 50.00% 100.00% 100.00% 100.00% 28.57% 17.39% 1.37% 4.17% 1.19% 0 1.59% 1.39% 1.56% 0 0 3.90% 1.54% 4.76% 0 3.57% 2.27% 0 21.43% 3.00% CARGO GEN AV OTHER TOTAL of OPS 2 1 0 0 0 2 5 37 20 31 31 23 32 28 33 28 31 58 48 36 22 35 15 11 529 586 12 15 35 22 36 54 66 34 33 36 29 35 25 38 34 22 40 10 4 1 1 1 1 2 TOTAL OPERATIONS GEN AV % of OPS 0 0 0 0 0 28.57% 8.70% 2.74% 6.94% 4.76% 12.28% 4.76% 6.94% 6.25% 8.77% 15.94% 6.49% 8.46% 4.76% 0 0 0 0 0 6.09%
ARRIVALS AND DEPARTURES BY HOUR AT NEWARK INTERNATIONAL AIRPORT ON 11/28/90
ARRIVALS
TIME
0000
0100
0200
0300
0400
0500
0600
0700
0800
0900
72
1000
1100
1200
1300
1400
1500
1600
1700
1800
1900
2000
2100
2200
2300
19
38
TABLE 12
DEPARTURES CARGO % CARGO GEN AV OTHER TOTAL 1 0 1 0 0 1 0 0 2 5 1 0 0 0 0 0 0 0 0 0 2 1 0 2 16 0 0 0 0 34 0 2 6 47 49 23 32 8 17 0 531 5 46 5 27 32 51 53 51 23 34 9 17 2 581 6 23 29 3 32 35 3 32 35 0 39 39 0 0 0 0 0 1 2 4 0 2 1 0 3 37 1 24 26 1 0 48 53 5 3 40 45 5 4 1 3 6 5 8 7 6 9 8 3 0 0 0 0 0 63 0 27 27 0 2 0 16 16 3 1 21 72 56 78 58 67 62 62 61 64 89 84 87 58 55 43 32 11 1,066 0 1 2 4 0 3 0 0 0 2 0 0 0 0 0 1 0 0 1 2 7 25 74 65 84 62 73 67 70 68 70 99 94 94 58 57 44 32 14 1,166 0 0 1 2 0 0 2 0 0 0 0 0 1 1 0 0 1 1 0 2 3 CARGO GEN AV OTHER TOTAL of OPS 33.33% 0 100.00% 100.00% 100.00% 57.14% 12.00% 0 7.69% 5.95% 1.61% 0 0 0 0 0 1.01% 2.13% 4.26% 0 3.51% 2.27% 0 21.43% 3.17% 2 1 0 0 0 2 5 45 16 30 34 28 30 30 38 37 43 37 38 35 23 35 15 11 535 585 12 15 35 23 35 43 41 48 38 39 35 32 34 36 31 20 47 9 5 2 1 1 1 2 TOTAL OPERATIONS
ARRIVALS AND DEPARTURES BY HOUR AT NEWARK INTERNATIONAL AIRPORT ON 11/29/90
ARRIVALS
GEN AV % of OPS 0 0 0 0 0 0 4.00% 2.70% 6.15% 1.19% 4.84% 8.22% 7.46% 11.43% 10.29% 8.57% 9.09% 8.51% 3.19% 0 0 0 0 0 5.40%
TIME
0000
0100
0200
0300
0400
0500
0600
0700
0800
0900
73
1000
1100
1200
1300
1400
1500
1600
1700
1800
1900
2000
2100
2200
2300
21
29
TABLE 13
DEPARTURES CARGO % CARGO GEN AV OTHER TOTAL 0 0 0 0 0 0 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 3 5 0 0 0 58 0 0 2 24 4 25 26 1 0 285 11 28 13 38 51 39 26 4 25 26 2 3 348 5 12 17 3 12 15 2 12 14 8 17 25 0 0 0 0 0 0 0 0 0 0 1 3 8 2 12 14 0 1 18 19 0 8 10 8 9 7 12 25 23 7 0 0 0 0 0 124 3 34 37 0 4 1 6 7 0 4 4 9 14 1 4 18 31 49 29 30 27 28 30 41 69 40 35 34 52 35 8 3 571 2 7 9 1 2 8 1 0 1 2 1 2 5 11 23 35 53 37 40 35 37 37 53 94 63 42 34 52 35 9 6 703 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 1 0 0 0 0 0 1 1 0 0 40.00% 9.09% 4.35% 0 0 0 0 0 0 0 0 0 0 0 0 0 0 11.11% 50.00% 1.14% CARGO GEN AV OTHER TOTAL of OPS 1 1 0 0 0 2 1 9 25 15 11 18 10 16 18 29 31 12 11 30 27 9 7 3 286 355 3 7 9 27 30 16 24 43 36 22 23 10 26 18 16 28 9 2 4 0 0 0 1 1 TOTAL OPERATIONS GEN AV % of OPS 0 0 20.00% 18.18% 17.39% 11.43% 7.55% 21.62% 25.00% 22.86% 24.32% 18.92% 22.64% 26.60% 36.51% 16.67% 0 0 0 0 0 17.64%
ARRIVALS AND DEPARTURES BY HOUR AT WASHINGTON DULLES INTERNATIONAL AIRPORT 11/28/90
ARRIVALS
TIME
0000
0100
0200
0300
0400
0500
0600
0700
0800
0900
74
1000
1100
1200
1300
1400
1500
1600
12
1700
12
1800
1900
2000
2100
2200
2300
66
TABLE 14
DEPARTURES CARGO % CARGO GEN AV OTHER TOTAL 0 0 0 0 0 0 0 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 1 3 5 0 0 0 0 55 0 2 10 33 23 4 25 26 1 0 282 10 28 10 14 24 38 43 25 4 25 26 2 3 342 4 12 16 2 15 17 3 17 20 1 11 12 0 0 0 0 0 0 0 0 0 0 0 1 3 8 1 19 20 0 3 33 36 0 2 6 9 1 8 3 7 4 4 4 9 19 17 16 5 0 0 0 0 0 106 6 8 14 0 7 0 7 7 0 2 8 14 40 47 30 27 26 33 28 43 64 44 33 33 51 36 8 3 572 1 0 1 3 1 2 0 0 0 0 0 0 0 0 0 0 0 0 0 0 6 10 21 49 50 37 31 30 37 37 62 81 60 38 33 51 36 9 6 686 0 0 0 0 0 0 0 0 0 0 0 0 1 1 0 0 0 0 0 1 1 CARGO GEN AV OTHER TOTAL of OPS 0 0 50.00% 0 0 2.04% 0 0 0 0 0 0 0 0 0 0 0 0 0 11.11% 50.00% 1.17% 1 1 0 0 0 2 1 6 34 14 11 16 9 18 16 29 36 11 10 29 26 10 7 3 290 344 3 7 10 26 29 13 17 43 38 21 20 10 19 17 14 40 7 3 5 0 0 0 1 1 TOTAL OPERATIONS
ARRIVALS AND DEPARTURES BY HOUR AT WASHINGTON DULLES INTERNATIONAL AIRPORT 11/29/90
ARRIVALS
GEN AV % of OPS 0 0 16.67% 20.00% 33.33% 16.33% 6.00% 18.92% 12.90% 13.33% 10.81% 24.32% 30.65% 20.99% 26.67% 13.16% 0 0 0 0 0 15.45%
TIME
0000
0100
0200
0300
0400
0500
0600
0700
0800
0900
75
1000
1100
1200
1300
1400
1500
1600
1700
1800
1900
2000
2100
2200
2300
51
TABLE 15
DEPARTURES CARGO % CARGO GEN AV OTHER TOTAL 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 60 0 0 3 33 16 20 17 0 0 376 8 37 12 24 36 45 36 16 20 17 0 0 436 6 22 28 6 32 38 6 22 28 6 20 26 0 0 0 0 0 0 0 0 0 0 0 0 0 1 18 19 0 4 28 32 0 13 5 7 9 11 11 21 14 9 1 0 0 0 0 125 3 18 21 0 11 2 30 32 0 7 1 34 35 0 3 53 51 41 53 44 37 51 49 45 53 60 69 38 42 40 14 6 754 0 5 5 0 0 6 1 0 1 0 1 0 1 6 56 58 52 66 49 44 60 60 56 74 74 78 39 42 40 14 6 879 1 0 1 0 2 0 2 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 2 2 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 CARGO GEN AV OTHER TOTAL of OPS 2 0 0 0 0 0 1 19 21 23 25 26 17 29 17 23 29 23 36 22 22 23 14 6 378 443 6 14 23 22 23 42 29 38 28 22 32 18 30 34 31 26 21 1 0 1 0 0 0 2 TOTAL OPERATIONS GEN AV % of OPS 0 100.00% 100.00% 0 5.36% 12.07% 21.15% 19.70% 10.20% 15.91% 15.00% 18.33% 19.64% 28.38% 18.92% 11.54% 2.56% 0 0 0 0 14.22%
ARRIVALS AND DEPARTURES BY HOUR AT WASHINGTON NATIONAL AIRPORT 11/28/90
ARRIVALS
TIME
0000
0100
0200
0300
0400
0500
0600
0700
0800
0900
76
1000
1100
1200
1300
1400
1500
1600
1700
1800
1900
2000
2100
2200
2300
65
TABLE 16
DEPARTURES CARGO % CARGO GEN AV OTHER TOTAL 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 63 0 2 6 36 34 16 20 17 0 0 374 9 26 8 21 29 35 42 36 16 20 17 0 0 437 11 28 39 4 22 26 4 23 27 2 18 20 0 0 0 0 0 0 0 0 0 0 0 0 0 0 5 25 30 0 5 20 25 0 3 29 32 0 9 13 13 7 6 6 14 15 17 12 11 0 0 0 0 0 131 3 29 32 0 6 0 10 10 0 0 12 43 50 48 44 45 39 50 51 47 51 62 67 39 43 39 14 6 752 1 0 1 0 1 0 0 0 0 0 1 0 0 0 0 0 0 0 0 1 1 12 49 59 61 57 52 45 56 65 62 68 74 78 39 43 39 14 6 883 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 2 2 CARGO GEN AV OTHER TOTAL of OPS 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 2 0 0 0 0 0 2 14 21 28 19 27 16 28 23 26 25 26 33 23 23 22 14 6 378 446 6 14 22 23 23 42 32 33 33 26 30 18 32 27 36 27 17 2 0 1 0 0 0 2 TOTAL OPERATIONS
ARRIVALS AND DEPARTURES BY HOUR AT WASHINGTON NATIONAL AIRPORT 11/29/90
ARRIVALS
GEN AV % of OPS 0 100.00% 100.00% 0 12.24% 15.25% 21.31% 22.81% 13.46% 13.33% 10.71% 21.54% 24.19% 25.00% 16.22% 14.10% 0 0 0 0 0 14.84%
TIME
0000
0100
0200
0300
0400
0500
0600
0700
0800
0900
77
1000
1100
1200
1300
1400
1500
1600
1700
1800
1900
2000
2100
2200
2300
68
TABLE 17
DEPARTURES CARGO % CARGO GEN AV OTHER TOTAL 1 1 0 1 0 0 4 3 0 2 0 0 0 0 0 0 0 1 0 0 0 1 1 1 16 0 0 29 0 0 0 27 8 33 1 1 323 2 6 8 42 51 8 27 8 34 2 2 368 2 31 33 2 10 12 0 3 3 3 36 39 0 0 0 0 3 0 0 0 1 5 2 31 2 23 25 0 2 6 8 0 3 28 31 0 6 4 4 5 5 5 6 12 3 0 0 0 0 0 61 2 28 32 2 2 1 17 18 3 5 41 49 38 43 49 40 14 44 60 53 29 54 32 43 15 7 655 2 15 20 3 3 34 0 7 11 8 1 9 0 1 1 1 0 1 2 18 40 49 53 44 47 53 45 19 49 66 68 32 54 32 44 20 9 747 0 0 0 0 0 0 0 0 0 1 1 0 0 1 0 0 0 0 0 0 0 0 0 1 1 0 0 1 0 0 1 1 0 0 1 100.00% 100.00% 100.00% 50.00% 44.44% 7.50% 6.12% 3.77% 0 0 0 0 0 0 0 4.41% 0 0 0 2.27% 25.00% 22.22% 4.15% CARGO GEN AV OTHER TOTAL of OPS 0 0 0 0 0 0 2 19 24 21 10 37 26 4 11 34 29 11 23 27 24 10 14 6 332 379 7 18 10 24 27 24 17 33 37 16 6 28 39 13 21 31 20 7 1 0 0 0 0 0 TOTAL OPERATIONS GEN AV % of OPS 0 0 0 0 5.56% 7.50% 10.20% 3.77% 13.64% 8.51% 7.55% 11.11% 26.32% 10.20% 9.09% 17.65% 9.38% 0 0 0 0 0 8.17%
ARRIVALS AND DEPARTURES BY HOUR AT BALTIMORE-WASHINGTON INTERNATIONAL AIRPORT ON 11/28/90
ARRIVALS
TIME
0000
0100
0200
0300
0400
0500
0600
0700
0800
0900
1000
78
1100
1200
1300
1400
1500
1600
1700
1800
1900
2000
2100
2200
2300
15
32
TABLE 18
DEPARTURES CARGO % CARGO GEN AV OTHER TOTAL 1 1 0 1 0 0 5 3 1 0 0 0 0 1 0 0 0 0 0 0 0 1 1 1 16 0 0 0 0 25 0 1 2 41 7 28 8 33 1 1 322 5 31 2 9 11 36 43 8 28 8 34 2 2 363 2 5 7 2 32 35 3 28 31 1 6 7 0 0 1 0 0 0 1 0 0 0 1 5 2 31 0 29 29 0 1 22 23 0 1 17 19 2 2 3 5 1 4 3 3 3 8 3 2 0 0 0 0 0 48 4 13 20 3 8 0 9 14 11 2 11 34 39 44 36 44 52 38 20 41 63 49 36 51 33 43 15 7 658 0 2 2 2 0 2 0 0 0 0 0 0 1 0 2 1 1 0 2 0 4 24 45 43 47 41 45 56 42 23 44 71 53 38 51 33 44 20 9 737 0 0 0 0 0 0 0 0 0 1 1 0 0 1 0 0 1 1 0 0 1 CARGO GEN AV OTHER TOTAL of OPS 100.00% 100.00% 50.00% 50.00% 45.83% 6.67% 4.65% 0 0 0 0 2.38% 0 0 0 1.89% 0 0 0 2.27% 25.00% 22.22% 4.21% 0 0 0 0 0 0 2 21 22 22 7 38 24 6 15 32 32 8 29 23 25 10 14 6 336 374 7 18 10 25 23 30 10 35 33 16 7 25 38 12 24 24 25 10 2 0 0 0 0 0 TOTAL OPERATIONS
ARRIVALS AND DEPARTURES BY HOUR AT BALTIMORE-WASHINGTON INTERNATIONAL AIRPORT 11/29/90
ARRIVALS
GEN AV % of OPS 0 0 50.00% 0 8.33% 17.78% 4.65% 6.38% 12.20% 2.22% 7.14% 7.14% 13.04% 6.82% 11.27% 5.66% 5.26% 0 0 0 0 0 6.51%
TIME
0000
0100
0200
0300
0400
0500
0600
0700
0800
0900
79
1000
1100
1200
1300
1400
1500
1600
1700
1800
1900
2000
2100
2200
2300
15
23
80
81

A Feasibility Study of Regional Air Cargo

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What is the purpose of the study?

What is the purpose of the study?

What is the evolution of the air cargo industry?

What is the evolution of the air cargo industry?

Report to Congress

U.S. Department of Transportation Federal Aviation Administration

A Feasibility Study of Regional Air-Cargo Airports:

Washington, D.C. 20591

A Feasibility Study of Regional Air-Cargo Airports

A Feasibility Study of Regional Air-Cargo Airports

A Feasibility Study of Regional Air-Cargo Airports

A Feasibility Study of Regional Air-Cargo Airports

A Feasibility Study of Regional Air-Cargo Airports

A Feasibility Study of Regional Air-Cargo Airports

A Feasibility Study of Regional Air-Cargo Airports

A Feasibility Study of Regional Air-Cargo Airports

A Feasibility Study of Regional Air-Cargo Airports

A Feasibility Study of Regional Air-Cargo Airports

A Feasibility Study of Regional Air-Cargo Airports

A Feasibility Study of Regional Air-Cargo Airports

II Background and Future Requirements.

A Feasibility Study of Regional Air-Cargo Airports

A Feasibility Study of Regional Air-Cargo Airports

A Feasibility Study of Regional Air-Cargo Airports

U.S. AIRLINE FREIGHT TRAFFIC

1984 3,558 615 1,338 5,511

1988 3,660 251 3,543 7,453

2,466 508 2,974

2,989 524 3,512

4,788 1,191 5,979

8.6% 11.2% 9.1%

5,739 799 312 6,850

6,546 1,139 1,338 9,023

8,447 1,442 3,543 13,432

5.0% 7.7% 35.5% 8.8%

Source: Boeing, World Air Cargo Forecast

A Feasibility Study of Regional Air-Cargo Airports

WORLD AIR FREIGHT FORECAST

Revenue Ton Kilometers (Billions)

1989-1995 8.9 7.5 6.1

Source: Boeing, World Air Cargo Forecast

A Feasibility Study of Regional Air-Cargo Airports

A Feasibility Study of Regional Air-Cargo Airports

III Regional Air-Cargo Centers

A Feasibility Study of Regional Air-Cargo Airports

Developing a Regional Air-Cargo Center

Preparation for the Future

A Feasibility Study of Regional Air-Cargo Airports

A Feasibility Study of Regional Air-Cargo Airports

Integrated and Traditional Air-Cargo Carriers

A Feasibility Study of Regional Air-Cargo Airports

A Feasibility Study of Regional Air-Cargo Airports

Freight Storage and Movement

A Feasibility Study of Regional Air-Cargo Airports

A Feasibility Study of Regional Air-Cargo Airports

A Feasibility Study of Regional Air-Cargo Airports

A Feasibility Study of Regional Air-Cargo Airports

FORT WORTH ALLIANCE AIRPORT (AFW)

A Feasibility Study of Regional Air-Cargo Airports

Stewart International Airport (SWF)