air freight and_airport_regions_ppt
TRANSCRIPT
Airfreight and Airport Regions1
Airfreight and Airport
Regions
27 November 2002
Airfreight and Airport Regions2
Index
• Trends in European Airfreight Market
• Benchmarking of European Airports
• Conclusions and Recommendations
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
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
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
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
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
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
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
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
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 (%)
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
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
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
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
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
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
Airfreight and Airport Regions18
• Trends in European Airfreight Market
• Benchmarking of European Airports
• Conclusions and Recommendations
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 (%)
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…
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.)…
Airfreight and Airport Regions22
• Trends in European Airfreight Market
• Benchmarking of European Airports
• Conclusions and Recommendations
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
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
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
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
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
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
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
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
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
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
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