Without a nose door, the A380 is useless as an outsize freighter carrying the sort of long loads that the B747F can - and which get premium rates. Airports are going to have to invest millions in new freight handling infrastructure, and those costs are going to be passed on to A380 operators.
The A380F will carry 150 tonnes of cargo 5,260nm in range mode; and in cargo mode it can carry up to 158 tonnes just over 3,000nm. Airbus plans to offer airlines an optional 42,000 litre fuel tank that will increase range from 8,650nm to 9,650nm with a 66 tonne payload. Total volume is 1,134m3 (40,048ft3) - nearly 54% more than the B744F.
This aircraft has been designed for long range hub-to-hub traffic, and Airbus says that by 2019 50% of all cargo will be carried on such routes.
According to Airbus, the A380F costs more per trip but divided by the payload, costs 20% less on a tonne-kilometre basis.
From a personal viewpoint, having been in the cargo business for nearly 20 years, I am not convinced that cargo airlines need ultra-long range aircraft. Technical stops are not a problem for cargo, and there are very few (if any) ultra urgent shipments that would merit such treatment that are sent as cargo rather than being hand couriered.
Rather, I see an increasing trend towards frequency of service, which calls for smaller rather than larger aircraft. This is all the more evident since 9/11, when much of the world's B747 ACMI capacity has been parked.