While all-cargo airports lack any scheduled passenger service, cargo-intensive airports are secondary passenger airports that have attracted regional cargo hub operations.Ok, so why the hell is it called ALL-CARGO airport. lets call it mostly-cargo airport now.
Most significantly, the failures have often been positioned as al ternat ives to airports that don’t necessarily need alternatives. As long as sufficient capacity remains for the planning horizon, it will almost always be preferable to operate at a major commercial airport than at a start-up all-cargo airport.
Someone sounds bitter.... poor Hazleton hopes are sinking fast
So skimming through the rest of the chapter (seriously I want proof that these things are true) I come to the conclusion like the last 2 chapters... Its a very bad idea that Hazleton should get a cargo airport. I do suggest if your the Standard Speaker you publish WORD FOR WORD the stuff about Columbus Rickenbacker International (LCK). (Stupid Ohio, sorry but they got all the cargo airports)
1.4.2 Rickenbacker International Airport (LCK)
Columbus, Ohio’s Rickenbacker International Airport is a relatively successful example of military base conversion into an all-cargo airport. Unlike less successful efforts, LCK has the enthusiastic support of the Columbus Regional Airport Authority, which operates both LCK and Port Columbus International Airport (CMH) and has pushed cargo operations to LCK. In 2006 LCK ranked #46 in cargo.
LCK has both benefited from and contributed to collateral industrial growth that would have been inconceivable at relatively land-locked CMH. LCK serves a tremendous local industrial base and is located within the Ohio Valley where it can be used for regional distribution.
LCK’s origin as a former AFB left a superior airfield and infrastructure, including twin 12,000 ft. runways and a Category II Landing System for all-weather operating capabilities. LCK was closed as an Air Force Base in 1980 and its first success came in 1985 when Flying Tigers (acquired in 1989 by FedEx to whom its hub operation was transferred) established its air cargo hub and bulk sorting facility there. Success for the surrounding Rickenbacker Industrial Park came later with the 1992 opening of the Spiegel/Eddie Bauer and Siemens distribution centers.
In March 2008, Norfolk Southern (NS) Railroad opened a $63 million intermodal (truck-rail) facility on 175 acres at Rickenbacker. As with Alliance in the previous example, teaming the airport and rail yard provides access to the most time-effective but expensive option (air) and much less costly but also less timely rail service. NS invested $20 million of the total project cost with the balance from local government.
Both a cause-and-effect of the transportation services available at Rickenbacker, the larger area encompasses 30 million sq. ft. of development, 13 industrial parks and more than 100 companies, including several Fortune 500 corporations. The global distribution center for the Gap, Inc. accounts for a substantial seasonal chartered freighter operation. Much of the development at Rickenbacker has been through private investment accounting for 11 million sq. ft. of development at the airport and even more in the 15,000 acres beyond. Rickenbacker partnered with Duke Realty to develop its Global Logistics Park - 1,600 acres of airport land identified as not necessary for aviation purposes. The site will accommodate distribution and light manufacturing primarily spurred by the NS intermodal facility.
The Rickenbacker Air Cargo Terminal complex is comprised of three multi-tenant air cargo terminal buildings with 164,000 square feet of space and direct airside access. As of July 2007, the three buildings had total occupancy of only 56%. The FedEx regional hub is in its own dedicated facility with 275,000 sq. ft. originally developed for Flying Tigers in 1989. In September 2006, Forward Air expanded its trucking hub from 61,000 to 125,000 sq. ft. airside facility serving non-integrated all-cargo airlines and freight forwarders. FedEx accounted for 61% and UPS for 13% of 2007 air cargo tonnage through the airport. Chartered flights According to a recent6 article in Airport Business, Franklin County taxpayers have invested $1 15 million in
LCK since 1981 and the airport is forecasted to operate at a loss until 2012 – although in 1987, LCK managers predicted the airport would break even by 2002. Since the Columbus Regional Airport Authority.
took over, the annual operating deficit decreased from $2 million in 2003 to its best year in 2006 with a deficit of $154,952. Since Franklin County taxpayers began funding LCK in 1981, the annual contribution averaged more than $4.3 million, peaking at $8 million in 2000.
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