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Airfreight and Airport Regions 1 Airfreight and Airport Regions 27 November 2002

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Page 1: Air freight and_airport_regions_ppt

Airfreight and Airport Regions1

Airfreight and Airport

Regions

27 November 2002

Page 2: Air freight and_airport_regions_ppt

Airfreight and Airport Regions2

Index

• Trends in European Airfreight Market

• Benchmarking of European Airports

• Conclusions and Recommendations

Page 3: Air freight and_airport_regions_ppt

Airfreight and Airport Regions3

In Europe, airfreight is long-haul based...

• Differences between Europe and North America are explained:by:

– Surface transportation is a viable alternative to air mode in Europe

– 99.7 percent of intra-European frequencies are made via regional and single-aisle aircrafts which do not permit transportation of palletizable freight

• Intra – European airfreight is basically explained by the express market (DHL, UPS, TNT, FedEx) in which time is the centre of their value proposal

Source: Merge Global and ALG processing

Tones per day

27.119

41.361

23.850

17.032

22.936

6.229Europe

Asia

North America

Continental Long Haul / Intercontinental

64%

36%

61%

39%

21%

79%

30.079

44.151

64.297

Express

> Trends in European Airfreight MarketBenchmarking of European AirportsConclusions and Recommendations

Page 4: Air freight and_airport_regions_ppt

Airfreight and Airport Regions4

… due to intra-Europe airfreight has viable substitutes

• Surface transportation is a viable alternative to air mode in Europe due to…

• European distances

– 600 Km or 1 day truck from the centre of the Western Europe to major consumption centres

– 2 days truck to all around Europe

• Higher flexibility on truck mode due to door to door services

• Cost advantage on truck mode over air mode

2 DAY TRUCK

1 DAY TRUCK

Scope from Europe’s centre

> Trends in European Airfreight MarketBenchmarking of European AirportsConclusions and Recommendations

Page 5: Air freight and_airport_regions_ppt

Airfreight and Airport Regions5

But also, 99.7 percent of the whole intra-European frequencies are made via regional and single-aisle aircrafts…

• Regional and single-aisle aircrafts do not permit to process airfreight by pallets due to…

– … increasing handling costs

– … increasing time-to-market processes

– … and making by truck services a viable alternative in short and medium distances

• However, the exception comes from the express market which performs a fleet of dedicated regional and single – aisle aircrafts

Source: OAG, July 2002

Twin - Aisle

0,3%

Single - Aisle

47,5% Regional

52,2%

Breakdown of Western European frequencies by aircraft type

…and that makes difficult intra – European airfreight transportation

> Trends in European Airfreight MarketBenchmarking of European AirportsConclusions and Recommendations

Page 6: Air freight and_airport_regions_ppt

Airfreight and Airport Regions6

Cargo tonnage in Europe is basically belly hold

• Belly hold capacity plays a crucial role

– 80% of all airline routes and frequencies

• Dedicated freighters complements the availability of capacity of airline passenger flights

• That is the case of major European airlines which see cargo as a strategic business

– KLM, Lufthansa or Air France

• That makes a high concentration of dedicated freighters on major European airlines

• In addition, there are airlines playing in a niche segment as pure cargo operators such as CargoLux or express operators (UPS, TNT, DHL, FedEx)

Source: Boeing, GMC Airbus and ALG processing

Express9%Charter

Freighters9%

Belly hold58%

Dedicated Freighters

24%

Breakdown of Cargo tonnageby type of operation

> Trends in European Airfreight MarketBenchmarking of European AirportsConclusions and Recommendations

Page 7: Air freight and_airport_regions_ppt

Airfreight and Airport Regions7

Five airports concentrate 50 percent of the European airfreight market…

Source: ACI Traffic Data and ALG processing

• High concentration is explained by both demand and supply factors:

– High concentration on economic activity (75% of cargo movements are made in the are a between AMS, LHR, CDG and FRA)

– Long haul capacity is concentrated on few airports

– Long haul capacity offered by major European airlines is complemented with dedicated freighters on the same airports

– Major airlines prefer to concentrate cargo due to economies of scale

– Forwarders prefer to move cargo by truck until those airports presenting long – haul routes due to cost and flexibility

DEM

AN

DS

UP

PLY

> Trends in European Airfreight MarketBenchmarking of European AirportsConclusions and Recommendations

0%

10%

20%

30%

40%

50%

60%

70%

80%

90%

100%

0% 20% 40% 60% 80% 100%

% of airports

5 airports concentrate50% of cargo volumes

5 airports concentrate25% of pax volumes

Traffic (%)Freight traffic

Passenger traffic

Airport Concentrationin Europe

Page 8: Air freight and_airport_regions_ppt

Airfreight and Airport Regions8

…due to the European long – haul belly hold network is concentrated on major European Hubs

Source: ACI Traffic Data, OAG and ALG processing

Correlation cargo tonnage and long - haul frequencies

• The long haul belly based network is highly concentrated due to major European airlines concentrate their operations on their hubs

• That concentration provoke increasing benefits achieved in a hub model

• The long haul network responds to the logics of the airlines…

• … which benefit from network effects:

– Increasing connections due to an additional route

– Higher load factors per flight

– Lower investment on fleet

• In addition, those airlines complement their long haul capacity with dedicated freighters

High concentration of long haul belly based frequencies induces high concentration on cargo tonnage

0

200.000

400.000

600.000

800.000

1.000.000

1.200.000

1.400.000

1.600.000

1.800.000

0 2.000 4.000 6.000 8.000 10.000 12.00014.000 16.000 18.000

FRA

LHR

CDGAMS

BRU

ZRH

MAD

CPH

MXP

FCO MUCMAN

BCNGOT

LYS,GVA

CGN

LUXLGG

> Trends in European Airfreight MarketBenchmarking of European AirportsConclusions and Recommendations

Cargo tonnage

Annual long - haul frequencies

Page 9: Air freight and_airport_regions_ppt

Airfreight and Airport Regions9

But also there are airports oriented to the cargo business…

Correlation cargo tonnage and Freight/UTA rate

Source: ACI Traffic Data, ALG processing

• FRA, CDG, LHR and AMS process high volumes of cargo tonnage due to:

– Their long – haul belly based network

– These airports hub the operations of airlines which complement their freight capacity supply with dedicated freighters (KLM Cargo, Lufthansa Cargo,…)

• But also, there are cargo oriented airports which base their business model on freight…

• …with the ambition to hub operations of express companies or dedicated freighter airlines

0

200.000

400.000

600.000

800.000

1.000.000

1.200.000

1.400.000

1.600.000

1.800.000

0 20 40 60 80 100

% freight/UTAs

Carg

o t

onnag

e

FRA

LHR CDG

AMS

LGGHHN

BRU

CGN

EMABGYPIKLIL

CPHZRH

BSLLPL

Cargo orientedairports

Freight plays an important role on the airport’s business model

UTA is a standard measure homogenizing passengers withairfreight tonnage. The way to homogenize is 1 pax = 100 Kg

> Trends in European Airfreight MarketBenchmarking of European AirportsConclusions and Recommendations

Page 10: Air freight and_airport_regions_ppt

Airfreight and Airport Regions10

…which process higher cargo tones than the European average

Correlation cargo tonnage and long - haul frequencies

• Cologne, Liege, Luxembourg and Brussels, which serve as a hub for express and freighter operations, concentrate higher than the European average cargo tonnes

– Brussels DHL

– Luxembourg CargoLux

– Cologne UPS

– Liege TNT

• But also, there are regional cargo airports hubbing regional cargo operations:

– Vitoria DHL

– East Midlands UPS, DHL, FedEX, TNT

– Milan BGY DHL

• However, cargo oriented airport’s business model may be more unstable than those being mixed or passenger based, due to a decision about where to locate cargo frequencies may change very rapidly

Source: ACI Traffic Data, OAG and ALG processing

Hubs of majorExpress and CargoOperators

0

200.000

400.000

600.000

800.000

1.000.000

1.200.000

1.400.000

1.600.000

1.800.000

0 2.000 4.000 6.000 8.000 10.000 12.000 14.000 16.000 18.000

FRA

LHR

CDG

AMS

BRU

ZRH

MAD

CPH

MXP

FCO MUCMAN

BCNGOT

LYS,GVA

CGN

LUXLGG

Cargo tonnage

Annual Long – Haul network

> Trends in European Airfreight MarketBenchmarking of European AirportsConclusions and Recommendations

Page 11: Air freight and_airport_regions_ppt

Airfreight and Airport Regions11

In addition, there are regional airports which have attracted for dedicated freighter frequencies

• There are regional airports such as Gothenburg, Basel, Glasgow Prestwick, East Midlands, Milan BGY…

• …performing low passenger volumes but relatively high volume of dedicated freighter frequencies

• Those airports are characterized by:

– No slot restrictions

– Having easy going operations

– Long runway

– And local or regional catchment area with demand enough…

• …permitting the airport to capture dedicated freighter frequencies

> Trends in European Airfreight MarketBenchmarking of European AirportsConclusions and Recommendations

Freight to UTA ratio

Source: ACI Traffic Data and ALG processing

0

10

20

30

40

50

60

70

80

90

100

Liege

Hahn

EM

AM

ilan

Colo

gn

ePre

stwick

Frankfu

rtA

mste

rdam

Bru

ssels

Paris

Liverp

ool

Copenh

ag

en

Lond

on

Base

lZ

urich

Sta

nd

sted

Mila

nB

elfa

stG

ote

borg

Porto

Lisbon

Vie

na

Tou

lou

seG

atw

ickW

arsa

w

Mad

rid

Ham

bu

rg

Man

cheste

rLy

on

Gen

eva

Barce

lon

a

Share of freight (%)

Page 12: Air freight and_airport_regions_ppt

Airfreight and Airport Regions12

However, some trends provide of some light to second – tier and regional airports

• It is expected an increasing share of point – to - point routes

• It is expected that the worldwide freighter fleet will double by 2020

• Congestion problems in major European hubs may facilitate airfreight migration to second tier and regional airports

• Environmental restrictions (restrictions on night time flights due to their noise impact)

> Trends in European Airfreight MarketBenchmarking of European AirportsConclusions and Recommendations

Page 13: Air freight and_airport_regions_ppt

Airfreight and Airport Regions13

The increasing importance of point to point frequencies have reduced marked share to the main routes

• The continuous increase on air market has provoked a continuous process of decreasing share on top 10 routes by region…

• …due to, with growth, new point – to – point routes start being economically viable

• Second tier airports such as Madrid and Manchester are starting to account for an important long haul network which provide of belly based capacity

Source: BOEING

19600 1990 2000 2010 2020

20

40

60

80

100 Europe-Asia

Transpacific

North Atlantic

% of ASKs on Top 10 routes by region

> Trends in European Airfreight MarketBenchmarking of European AirportsConclusions and Recommendations

Page 14: Air freight and_airport_regions_ppt

Airfreight and Airport Regions14

The worldwide freighter fleet will double by 2019

• Worldwide cargo fleet will increase at a CAGR of 3.6 percent

• The existing congestion problems on major European Hubs…

• … favours the development of regional airports

• This process is favoured by the fact that Dedicated Freighter airlines may concentrate their operations at any airport

Source: Airbus GMC 2001

Number of freighters

1.742

3.523

1999 2019

x2

> Trends in European Airfreight MarketBenchmarking of European AirportsConclusions and Recommendations

Page 15: Air freight and_airport_regions_ppt

Airfreight and Airport Regions15

Congestion problems in major European Hubs may facilitate airfreight migration to second tier and regional airports

• Those congestion problems may provoke problems on slot availability

• Additional runway may solve capacity constraints at some airports

• However, its environmental impact (noise) may restrict its construction

• Congestion on runway capacity may restrict dedicated freighter operations due to passenger business is much profitable than cargo business from the viewpoint of the airport

• Congestion problems also may appear in road connections to the airport not facilitating cargo flows

• The problem appears when the solution comes from separating both belly based and dedicated freighter operations since it provokes the loose of synergies between them

Second Tier and Regional airports may benefit from both reduced slot availability and constraints on accessing the airport

> Trends in European Airfreight MarketBenchmarking of European AirportsConclusions and Recommendations

Page 16: Air freight and_airport_regions_ppt

Airfreight and Airport Regions16

Environmental restrictions

• Throughout Europe, the environmental lobby is becoming increasingly effective in campaigning:

Against airport Expansion

Capacity constraints is subject to medium – term planning However, after lengthy and expensive consultation, expansion might not be approved Runway capacity at Frankfurt, Amsterdam, Paris CDG and London Heathrow is close to fully utilized Frankfurt and Amsterdam are planning new runways However, operations concessions may have to be made to alleviate environmental concerts, and so

limiting additional capacity that new runways can deliver

In constraining night – time operations

Night – time operations might be constrained by means of economic measures or imposing night bans to additional aircrafts apart of Chapter 2

> Trends in European Airfreight MarketBenchmarking of European AirportsConclusions and Recommendations

Page 17: Air freight and_airport_regions_ppt

Airfreight and Airport Regions17

Therefore…

• Since European airfreight is concentrated on major European airlines…

• KLM Amsterdam Airport Schiphol• British Airways London Heathrow• Lufthansa Frankfurt• Air France Paris CDG

• …airfreight business is concentrated on major European hubs

• …due to both demand and supply factors

• However, some trends put some light on second tier and regional airports

How public authorities may contribute to increase airfreight activity?

> Trends in European Airfreight MarketBenchmarking of European AirportsConclusions and Recommendations

Page 18: Air freight and_airport_regions_ppt

Airfreight and Airport Regions18

• Trends in European Airfreight Market

• Benchmarking of European Airports

• Conclusions and Recommendations

Page 19: Air freight and_airport_regions_ppt

Airfreight and Airport Regions19

Six airports with a different profile are subject to benchmark

• Airports covered in the benchmark are:

• Amsterdam

• Brussels

• Liege

• Barcelona

• Gothenburg

• The airports covered in the benchmark are characterized by different issues

• Length and richness of its catchment area

• Availability of capacity to / from long – haul destinations

• Availability of Infrastructures to smooth cargo flows

• Orientation to freight as an strategic mean for growth

• Definition of its business model, ranging from a pure freight terminal such as Gothenburg airport to a logistics centre such as Amsterdam Airport Schiphol

Trends in European Airfreight Market> Benchmarking of European Airports

Conclusions and Recommendations

0

200.000

400.000

600.000

800.000

1.000.000

1.200.000

1.400.000

0,0% 20,0% 40,0% 60,0% 80,0% 100,0%

AMS

BRU

LGG

GOTBCN

LYS

Cargo Tn

Freight (%)

Page 20: Air freight and_airport_regions_ppt

Airfreight and Airport Regions20

• Airfreight business is of interest for public authorities due to its economic consequences on development

• Airfreight development depends from factors beyond the airport

– Catchment area enough to justify business development

– If interested on logistics as an economic development driver, public authorities should establish the political framework

– The government of The Netherlands launched the Fourth Note which establishes the priority of logistics factors by positioning the port and the airport as economic drivers

– The Delta Plan is an infrastructures plan which includes both national and local public authorities for launching the Delta

– Environmentalism may restrict airfreight development

– Liege’s ruling government takes a relaxed actitud because it is keen to atrack jobs to deal with ists high local unemployment

Trends in European Airfreight Market> Benchmarking of European Airports

Conclusions and Recommendations What the benchmark highlights…

Page 21: Air freight and_airport_regions_ppt

Airfreight and Airport Regions21

• Airfreight development depends from factors beyond the airport(cont.)– An institutional mechanism for marketing promotion may encourage the development of

the logistics activity of a particular Region

– Barcelona, Lyon and Amsterdam account for an institutional mechanism for marketing promotion: Barcelona Centre Logistic at Barcelona, Lyon Logistics at Lyon, Liege Transport Society at Liege and Amsterdam Airport Area (AAA) at Amsterdam

– Gothenburg accounts for LTS, the Logistics and Transport Society, aiming to develop a highly skilled culture on logistics

• But also, airfreight development depends from airport initiatives

– Operations, infrastructures and capacity in both airport accesses and runway may encourage airfreight activity

– The CargoPort is an airport concept for cargo operations which permits logistics operators to locate their logistics activities at the airport

– Barcelona, Lyon and Brussels account for this concept which permit the airport to locate operators feeding the airfreight business

Trends in European Airfreight Market> Benchmarking of European Airports

Conclusions and Recommendations What the benchmark highlights (cont.)…

Page 22: Air freight and_airport_regions_ppt

Airfreight and Airport Regions22

• Trends in European Airfreight Market

• Benchmarking of European Airports

• Conclusions and Recommendations

Page 23: Air freight and_airport_regions_ppt

Airfreight and Airport Regions23

Airfreight business depends on both supply and demand oriented drivers

Trends in European Airfreight MarketBenchmarking of European Airports

> Conclusions and Recommendations

Enablers

• The availability of

frequencies whether it is

belly

hold or by full freighters

provides of capacity for

airfreight services

• Location determines the

richness and the extent of

the

catchment area

• 75% of cargo movements

are

concentrated between

London, Amsterdam,

Frankfurt

and Paris

• Industrial Policy provides of

dynamism for attracting new

logistics and industrial

companies demanding for

airfreight services

• Infrastructures, operations

and

the lack of environmental and

congestion problems facilitate

the airport to attract for new

cargo operations

• Land availability permit the

region to develop land at and

near the airport…

• …providing of additional value

added to companies

demanding airfreight services

Business Drivers

Supply / CapacityDemand

Page 24: Air freight and_airport_regions_ppt

Airfreight and Airport Regions24

However, the focus on airfreight development varies from an airport to another…

• Worldwide airports account for a worldwide network

• Continental airports account for a long – haul network, but

not such dense as worldwide

airports

• International airports account for a squeezed long – haul network

• Regional airports account for a medium – haul network, basically at European level

• Local airports account basically for a nationally based network

FrankfurtHeathrowParis CDGAmsterdam

WorldwideAirports

>40.000 T

InternationalAirport

<25.000 T/>4.000 T

LocalAirport

<1000 T pax

Passenger<10%

Activity Focus

ScopeBased on Pax

MadridLondon Gatwick

Rome FCO

Ostende East Midlands

Milan BGYHahn

Maastricht

Paris CDG

ContinentalAirports

<40.000 T/>25.000 T

BrusselsCopenhagen

ZurichGothenburg

RegionalAirports<4.000 T/>1000 T

LiegeVitoria

BaselBelfast

PrestwickShannon

CardiffRotterdamBordeaux

VenicePorto

Mixed10% -50%

Freight>50%

Courier Industrial

SouthamptonClermont

BrnoValladolidT = Thousand

HamburgMarseille

DusseldorfBarcelona

Lyon

ViennaManchester

LisbonOslo

Stockholm

Freight to UTA ratio

Lille

Cologne Toulouse

ToulouseLiverpoolMilan MXP

FrankfurtHeathrowParis CDGAmsterdam

WorldwideAirports

>40.000 T

InternationalAirport

<25.000 T/>4.000 T

LocalAirport

<1000 T pax

Passenger<10%

Activity Focus

ScopeBased on Pax

MadridLondon Gatwick

Rome FCO

Ostende East Midlands

Milan BGYHahn

Maastricht

Paris CDG

ContinentalAirports

<40.000 T/>25.000 T

BrusselsCopenhagen

ZurichGothenburg

RegionalAirports<4.000 T/>1000 T

LiegeVitoria

BaselBelfast

PrestwickShannon

CardiffRotterdamBordeaux

VenicePorto

Mixed10% -50%

Freight>50%

Courier Industrial

SouthamptonClermont

BrnoValladolidT = Thousand

HamburgMarseille

DusseldorfBarcelona

Lyon

ViennaManchester

LisbonOslo

Stockholm

Freight to UTA ratio

Lille

Cologne Toulouse

ToulouseLiverpoolMilan MXP

Trends in European Airfreight MarketBenchmarking of European Airports

> Conclusions and Recommendations

Page 25: Air freight and_airport_regions_ppt

Airfreight and Airport Regions25

…with high differences on cargo tonnage among them

1.613.292 1.479.3041.263.542 1.232.031

FRA CDG LHR AMS

583.576379.037 370.692 329.343 285.925

BRU CPH ZRH MAD

145.940 120.210 112.543 94.152 55.672

MUC VIE MAN BCN GOT

-72%

-73%

-92%

2001 Cargo tonnage

Source: 2001 ACI Traffic Data

International andRegional Airports

ContinentalAirports

WorldwideAirports

Trends in European Airfreight MarketBenchmarking of European Airports

> Conclusions and Recommendations

Page 26: Air freight and_airport_regions_ppt

Airfreight and Airport Regions26

Worldwide airports account for both demand and long haul capacity

• From the viewpoint of capacity supply:

– They account for an extensive long haul network due to hubbing airline operations

– Their location permits them to capture 45 percent of the European full freighter frequencies

Source: OAG, July 2002

The rest of European Airports

55%

Worldwide Airports

45%

• From the viewpoint of demand worldwide airports account for an extensive catchment area

67 percent of cargo operationsAdds to 75 percent of cargo operations

LHRAMS

FRA

CDG

The rest58%

5 European hubs42%

Breakdown of long – haul frequencies

Breakdown dedicatedfreighter frequencies

Worldwide Airports

Trends in European Airfreight MarketBenchmarking of European Airports

> Conclusions and Recommendations

Page 27: Air freight and_airport_regions_ppt

Airfreight and Airport Regions27

Worldwide airports may increase their airfreight business by developing logistics parks at and near the airport

• The development of logistics parks permits to attract logistics operators, which are users of airfreight transportation

• Location, infrastructures and an extensive long haul network permit the airport to attract for logistics operators

• Its development permits the airport to diversify its business model gathering real state based incomes

• This focus provides the airports airfreight business:

– Higher load factors to the belly hold long haul network

– The appearance of new dedicated freighter frequencies

Congestion

Environmental effects

Development oflogistics parks

• The development of logistics parks provokes flows of heavy trucks which may congest existing road accesses to the airport…

• …But also, potential runway capacity constraints due to additional traffic

• The development of logistics parks provoke increasing air and road based traffic with an environmental effect which should be traded off

Trends in European Airfreight MarketBenchmarking of European Airports

> Conclusions and Recommendations

Worldwide Airports

Page 28: Air freight and_airport_regions_ppt

Airfreight and Airport Regions28

Public authorities may contribute to airfreight development

• Public authorities should plan for long term land availability near the airport

• The development of logistics parks requires for land development…

• .. which is usually an element of local regional authorities

• In addition, institutional marketing should be promoted

• Public authorities should plan in the long term infrastructure capacity for accessing the airport due to:

Expected growth in passenger and air cargo flows

The impact of the development of logistics parks

• Intermodality and connecting among transportation modes should be identified to smooth cargo flows

• Chapter 2 aircrafts have a flight ban at the EU since April 2002

• However, some countries have established additional restrictions. Higher restrictions means lower traffic

Infrastructure

Environmental effects

Development oflogistics parks

Trends in European Airfreight MarketBenchmarking of European Airports

> Conclusions and Recommendations

Worldwide Airports

Page 29: Air freight and_airport_regions_ppt

Airfreight and Airport Regions29

International and regional airports account for a squeezed long haul network and catchment area depending on location

• Those well located, however, suffers for high competition from worldwide and continental airports

• International airports account for a squeezed long haul network

• Both location and a squeezed long haul network difficult for development of logistics parks at and near the airport

8.090

1.725

755

AMS BCN LYS

-91%-79%

Lisbon

Barcelona

Manchester

Lyon

ViennaMunich

Hamburg

Oslo

Gothenburg

Helsinki

67 percent of cargo operationsAdds to 75 percent of cargo operations

• International airports do not necessarily account for a large catchment area:

– It depends on its location and the nearness areas

Long haul Frequenciesby airport

Trends in European Airfreight MarketBenchmarking of European Airports

> Conclusions and Recommendations

International and Regional Airports

Page 30: Air freight and_airport_regions_ppt

Airfreight and Airport Regions30

Marketing operations

Cargo operations

International and regional airports do need to attract dedicated freighters to increase its airfreight business

Demand oriented drivers

• Catchment Area extends to 1 day truck from the airport

• Catchment Area should justify a dedicated freighter frequency

• The development of an efficient Road Feeder Services (RFS) network permit the airport to gather air cargo flows:

• First, by truck – truck mode

• In the medium term, by truck – air intermodality

Supply oriented drivers

Freight infrastructures

• Long runways

• Cargo Terminal

• Warehouse

• Cargo Centre

• H24: operations 24 hours day, 7 days week

• Efficient handling processes

• Quick time to market processes

• Activities of sales and marketing airport’s infrastructures

• Institutional marketing

• Competitive pricing

Environmental Restrictions /Congestion on Access Infrastructures

• Night ban restricts opening hours to airlines

• Economic Measures to night flights and to some aircrafts restricts airport’s competitiveness

• Congestion on immediate road network and airport accesses restricts cargo flows

Europe

Airport

Europe

Airport

Trends in European Airfreight MarketBenchmarking of European Airports

> Conclusions and Recommendations

International and Regional Airports

Page 31: Air freight and_airport_regions_ppt

Airfreight and Airport Regions31

Public authorities may encourage dedicated freighter traffic by smoothing cargo operations

Trends in European Airfreight MarketBenchmarking of European Airports

> Conclusions and Recommendations

• Institutional marketing should be promoted

• No curfews

• Public authorities may encourage cargo traffic by not restricting:

– Night flights, beyond Chapter 2 aircrafts

– Fees depending on aircraft type

• Public authorities may plan infrastructure´s capacity for accessing the airport…

• … benefiting cargo flows from and to the airport

Environmental

restrictions

Congestion

Cargo operations

However, the development of airfreight activity is not ensuredDue to the high risk on

International and Regional Airports

Page 32: Air freight and_airport_regions_ppt

Airfreight and Airport Regions32

Continental airports are somewhere in the middle between worldwide airports and international airports

• Continental airports account for squeezer long haul network when compared with worldwide airports

• Both factors makes them interesting

– To develop land for logistics park at a lower level– To attract for dedicated freighters

• Public authorities should:

– Facilitate cargo operations to operators– Be land developers for logistics parks but not as aggressively as at

worldwide airports

8.090

4.4083.839

3.038

AMS ZRH MAD CPH

-62%-53%-46%

Madrid

London

Rome

Zurich

Milan

Copenhagen

67 percent of cargo operationsAdds to 75 percent of cargo operations

• Continental airports account for catchment area which permit them to process 200.000–400.000 tones per year, depending on its location

Long haul Frequenciesby airport

Trends in European Airfreight MarketBenchmarking of European Airports

> Conclusions and Recommendations

Continental Airports

Page 33: Air freight and_airport_regions_ppt

Airfreight and Airport Regions33

Summary

• Catchment Area

• Transportation Capacity by means of bellies or freighters

• Environmental Constraints

• Airport infrastructure and connectivity to other mode transport

Location

Location

Location

Location

…and patience, patience and patience due to it is a long term issue

Trends in European Airfreight MarketBenchmarking of European Airports

> Conclusions and Recommendations