Air Cargo Planning Approach and Process

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Table of Contents

Introduction
Air Cargo Planning Approaches
Data Collection and Facility Inventory
The Focus
Data Collection Challenges
How to Backlit Missing Space Data
Things to Be Considered
The Planning Process
Conclusion
References

Introduction

The main idea of the air cargo planning process and strategies is to ensure there is the generation of optimal flight schedules. The market potential of any airline depends on its flight schedules. All the business units that occur under the control of the flight schedules are considered time-consuming and challenging. This complexity has attracted the need to deprogram the planning processes and approaches into various steps to be executed sequentially (Beifert, 2016).

Thus, the air cargo sphere can be viewed as a service industry with the ability to provide transportation facilitation to the shoppers for their materials, goods, and products. According to the National Academies of sciences, engineering, and medicine (2015), air cargo effectively handles parcels and packages, which unlike passenger transportation, takes care of customers making trips on the plane. The shipments in this type of service are a one-way process, which succeeds by liaising with trucks. The industry is characterized to be fast, labor-intensive, and is supposed to function on 24 hours and seven days a week schedule (Baxter & Srisaeng, 2018). The federal government manages the planning approaches and processes of this industry, making its functioning complex.

Air Cargo Planning Approaches

Air cargo focuses on the aspects entailing developing new cargo facilities and other issues, such as expanding or doing renovations and improving and developing infrastructure. The airport community uses these as guidelines to conduct a study of the current conditions peculiar to the sphere and create the framework for continuous improvement (Lim, 2018). As an element of the air cargo’s development, air cargo planning is considered one of the approaches to manage planning for a wide variety of actors supporting this agency.

For instance, the process ensures that automobile parking, the passenger terminals, runways, road access, and general layouts are put in place considerably. Another plan, which includes proper focusing on the air cargo activities and areas, depends on airport sponsoring and supporting activities needed to support the high effectiveness of the sphere.

The main structure of air cargo development and planning should adhere to the available airport master plan. This process is essential to ensure that the design and scheme of an airport and other projects are well put in place and executed (Brandt & Nickel, 2018). The processes of planning for air cargo are usually standardized; however, it is critical to consider the discrete needs of a specific airport to attain the desired efficiency (Brandt & Nickel, 2018). It is also vital to understand that this plan is a must for an airport as it helps to avoid failures and accidents in the future.

Data Collection and Facility Inventory

The airport planners need proper and accurate data to ensure the facility is organized to meet the users’ demands. However, the acquisition of relevant and up-to-date data can be complex because of the nature of the sphere. Thus, the passenger terminals will always have better data considering their control and command occurring in the context of throughput information (Larrode, Muerza, & Villagrasa, 2018).

Employing ticketing systems, curbsides, gates, and security systems, the passenger ports usually have a better knowledge of the current situation than the cargo sector (Larrode et al., 2018). For air cargo, however, the master planner strives to get information because there is no up-to-date data movement, which would occur through cargo buildings and various support infrastructures. There should be a proper understanding of the practices and methods of cargo carriers if data on the functionality of this section is to be noted.

The airport planners, therefore, will invest more in understanding the general movement of cargo, which occurs through airside and landside infrastructure as the leading factor promoting better data availability. Notably, the third party and the carrier handlers are the ones who have better knowledge in terms of grasping the main activities. The third-party might strive to have access to the facility plans and strategies which operate internally (Larrode et al., 2018). Carriers have multiple options to ensure the cargo moves through the pallets and forklifts or even opt considering the slide-sortation system (Chen, 2016).

At international gateways, large cargo may find its way through such terminals utilizing rollers for ease of movement. The above-mentioned strategy occurs under the influence of corporate organizations and the cooperation of engineers. It is vital to mention data collection becomes necessary for air cargo, meaning that third-party handlers, carriers, and other actors are responsible for offering relevant and accurate information.

Therefore, air cargo master planning requires an individual who understands what to prioritize and how to manage the situation. Planning should come last on the procedures considered in terms of priority in any airport’s planning process (Larrode et al., 2018). Ideologically, data collection requires funds, and in most cases, proper information search is done to meet the demands of the passenger terminals. This fact explains the top priority of passenger terminals which play a critical role in the functioning of the sphere. For this reason, the correct choice of data collection methods is vital for the functioning of all stakeholders.

Air cargo planners need to ensure that during the development process, cost-effective strategies are prioritized for the sake of improving the facility’s operational methods. Defining the current situation at the port is vital for understanding how implementation needs to be done (National Academies of Sciences, Engineering, and Medicine, 2015). This stage is fundamental as it allows for the proper completion of an inventory. Therefore, facilities that take care of meaningful sectors such as truck circulation and associated ramp space, the percentage of available capacity, and the facility uses can be created properly by first d the process.

The survey is one of the data collection methods used in air cargo creation as it helps to get the demanded information (Baxter & Srisaeng, 2018). There are various methods that can be employed to ensure proper execution of the survey, including face-to-face interviews, paper, and online surveys, among others. However, it is necessary to select the approach regarding the financial capacity of a unit and its funding. The advantage of getting the relevant data is that it offers insight into whether the current air cargo facility can accommodate any increase. This consideration helps the facility to understand whether the activity being undertaken under inventory is a long or short-term project and whether it is convenient.

The Focus

When it comes to doing inventory, the planners need to consider what they need to view as their main priority for their jobs. One of the prior tasks should be to manage the facilities and land required by integrating carriers, airlines, and the handlers of the cargos for both the air and the ground support. Companies with large fleets need enough space to handle their works, and vice versa (Baxter & Srisaeng, 2018).

The operational technique is one of the issues that demand larger facility spaces. For instance, if the integrated carriers might decide to maintain the delivery trucks inside the airport, a bigger area might be required. This larger space would help put proper magnitude in their truck fleets (Chen, 2016). The facilities located outside the airport and the related economies are other issues that need to be considered during the inventory process. Buying land for the construction of the air cargo is advisable instead of leasing land for various purposes.

Data Collection Challenges

There are various challenges that airport master planners might face, especially when it comes to collecting data. Air cargo planning occurs under the consideration of two main issues, which include spatial needs and space. For example, spatial requirements are essential for the storage and movement of air cargo vehicles. Space involves a place where companies can store various objects vital for their functioning (Lim, 2018).

Storage places are necessary considering that the processes peculiar to the sphere might take few minutes or several days. For a functioning air cargo to occur, proper data must be collected and employed. As it has already been stated, surveys can help to increase the accuracy of the information, but its collection remains a continuous process. Organizations such as air forwarders and carriers are important in delivering accurate data, ensuring the inventory process is properly set. This fact explains the critical need for proper research and information management, as it helps to prioritize tasks and avoid failures. However, the existence of multiple sources which can be used to extract the relevant data, choosing the best method can be a challenge.

Data can be incomplete and cause difficulties in assessing the right mechanisms needed to create a proper air cargo port. For instance, cargo volume, also known as airport traffic, data occurs under the influence of the management. The data is extracted at the times of the port’s planning divisions, operation divisions, business, and service development divisions (Mosbah & Ryerson, 2016). Some types of this information are mail and freight air cargo weight measured in pounds or tons. The difference in scales and approaches preconditions the increase in the complexity of data collection usually performed by one or two specialists responsible for this activity.

As per specific operational procedures of every port, some will opt for providing and tracking air cargo weight statistics as monitored in a carrier market. The data is necessary because it demonstrates the peculiarities of carriers’ work, capabilities, and recent activities. Thus, the control towers will always have operational statistics fundamental for their stable functioning. The departure and arrival times are also recorded by the official airlines.

However, there is a challenge presupposing that in some cases, this information can be inaccurate and contribute to the emergence of misunderstandings. Moreover, the airport management might suffer from the absence of relevant data at the demanded time, reducing its effectiveness and outcomes. Through the survey, knowledge about trucks can easily be obtained, however, the information is considered proprietary. Therefore, it is a call to all the planners and office management to ensure they have the correct approach to data retrieval. Lastly, some data might not work fittingly towards all the airport facilities, meaning that the right method should be employed for the right location.

How to Backlit Missing Space Data

Regularly, there is a need to use online sources, including Bing Maps, Google Earth, and other government records, to get the information that might be missing. Therefore, there is a need to ensure proper methods are employed to uplift the needed information (Lenin, 2016). By means of Google Earth, it becomes easier to understand the area needed in square footage, meters, yards, and any other units required. That means Google can guarantee the viewing of sides of the building is noted (Lenin, 2016). They can gather more information through Airport layout plans; however, aerial photographs are vital in determining the types of ground handling equipment.

Larger amounts of reliable data can be collected through ground support equipment. In many places, the ground support equipment (GSE) is designed to be adjacent to the air cargo warehouses. They are created in such a manner that the storage follows the security fencing, and during the event, mixed equipment is used. There are multiple objects stored in this area, and therefore can be used to supply needed information in this regard. Through tug lane division, the GSE area offers joints through which proper storage mechanisms can be stored, therefore its acts as a back lifting space.

Things to Be Considered

When inventing an air cargo facility, various issues should be considered. The first is the aircraft parking ramp needed for aircraft and central operations. This place is always noted through the Google Earth Pro technique, and therefore, the master planners can utilize this system to find the best possible solution. The facility should also have an air cargo warehouse, with space as the leading determinant (Ferrulli, 2016). In this regard, a cargo building should be easily accessible to improve the effectiveness of major processes. Issues such as office spaces are not always required when it comes to making a warehouse. Alternatively, specific rooms for specialists and workers should be organized outside the warehouse area. This is done to ensure better navigation of products in and outside the warehouse.

The throughput of a warehouse is significant in determining the capacity of an air cargo facility. It is vital for the air cargo planners to visit Bing Map Birds to ensure they understand the rightful number of warehouse truck docks and the related doors. It is therefore essential to guarantee that truck parking capacity is always accounted for when setting up the facility. Another issue that should be considered is the stalls, which are adjacent to the cargo building. To ascertain the rightful number of these tools, the application of Bing Maps and Google Earth Pro is advisable.

The Planning Process

Every project has a planning process if success needs to be a guarantee. The facilitation of air cargo facility should occur in a systematic approach, and, therefore, the first step should be the identification of the needs. Objects of infrastructure are created to serve multiple purposes, and it is vital to identify the modification needs of either new or already existing air cargo facilities. The next step is considering the inventory used to offer the basis for realizing the operation and capacity of the unit. This also deals with the functional and physical characteristics as well as any available or purported constraints.

The third step would be to process demand forecasts and future requirements. It can be achieved through involving planners, stakeholders, and management to get their vision. The demand of the facility then occurs as the fourth stage, this helps in establishing the anticipated aircraft fleet and the support equipment which are supposed to be used.

The next step is the alternative development, which looks into meeting other requirements of already determined air cargo facility. Issues such as the impact on proximate units, the generation operation, and other planning guidelines and criteria should be observed (Ferrulli, 2016). Evaluation of all options is another step that processes all visions if more than one solution has been previously used. This process is important because it helps reduce alternatives to one, which is specific and essential for the facility (Brandt & Nickel, 2019). The availability of a set of criteria, which should be agreed upon by all the stakeholders, will make this process to be a success.

After the preferred alternative has been noted, there is a need to refine it to resolve any existing shortcomings. Upon realizing which mode is selected, the next step should be the implementation of the planning process, which gives the enhancement of the definition and understanding of the entire conceptualized project. Asch, Dewulf, and Kupfer (2019) reveal the processing of the environment is also part of this inventory process.

There is a need to coordinate with the airport operator for the air cargo facility and development to be successful. The last step is to ensure that facility construction begins, and the success of this project depends on the selection of contractors in accordance with the air cargo design. This will help ensure the construction meets both the current and the future demands of the facility, plus the NEPA and FAA building standards.

Conclusion

Altogether, it is fundamental to realize that the airport becomes fully functional with the support of the air cargo facilities. These facilities are built considering specific service delivery mechanisms, which presupposes both long-term and short-term goals. Expanding or doing renovations, improving and developing facilities are some of the main processes of air cargo facility and development. The process is supposed to adhere to proper building systems, including taking care of the needs, the inventory process, managing the demand forecasts, and meeting the air cargo facilities.

Further, issues related to checking the alternatives and refining the preferred options are vital to ensure implementation of the design process is as per the already structured facility. After this has happened, it is essential to manage the environmental processing to the summit to the National environmental policy act (NEPA), the approval of the airport layout plan (ALP), and federal grant funding, among other things. In such a way, modern aviation can be viewed as a complex sphere with multiple tasks that should be performed to ensure that the existing goals are achieved. Planning cargo operations, it is possible to create the basis for future improvement and stable functioning that satisfies clients’ demands. Using the correct and proven models, relevant data, and effective cooperation strategies, carriers, and airlines can create the model promoting the further success and achievement of improved goals.

References

Asch, T.V., Dewulf, W., & Kupfer, F. (2019). Air cargo and airport competitiveness. Journal of Air Transport Studies, 10(2). 48-75.

Baxter, G., & Srisaeng, P. (2018). Cooperating to compete in the Global Air Cargo Industry: The case of the DHL express and lufthansa cargo A.G. joint venture airline ‘aerologic’. MDPI Journals, 3(1). 1-14. Web.

Beifert, A. (2016). Role of air cargo and road feeder services for regional airports – Case studies from the Baltic Sea region. Transport and Telecommunication, 17(2), 87–99. Web.

Brandt, F., & Nickel, S. (2018). The air cargo load planning problem – A consolidated problem definition and literature review on related problems. European Journal of Operational Research, 275(2). Web.

Brandt, F., & Nickel, S. (2019). The air cargo load planning problem – A consolidated problem definition and literature review on related problems. European Journal of Operational Research, 275(2), 299-410. Web.

Chen, T. (2016). Examining the effectiveness of the simplified air cargoexpress consignment clearance system in Taiwan. Journal of Shipping and Trade, 1(12). 1-12. Web.

Ferrulli, P. (2016). Green airport design evaluation (GrADE) – Methods and tools improving infrastructure planning. Science Direct Journal, 14(1). 3781-3790. Web.

Lenin, K. (2016). A study on the air cargo logistics operations in Dubai. Global Journal for research analysis, 4(5). 2277-8160.

Lim, J. (2018). Dizistics puts face on benefit – stay ahead of air cargo business model. International Journal of Trade, Economics and Finance, 9(4). 158. Web.

Larrode, E., Muerza, V. & Villagrasa, V. (2018). Analysis model to quantify potential factors in the growth of air cargo logistics in airports. Transportation Research Procedia 33(1) 339–346.

Mosbah, S., & Ryerson, M. S. (2016). Can US metropolitan areas use large commercial airports as tools to bolster regional economic growth? Journal of Planning Literature, 31(3). 317–333. Web.

National Academies of Sciences, Engineering, and Medicine (2015). Guidebook for Air Cargo facility planning and development. Washington, DC: The National Academies Press.

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