KarelXWB wrote:There's another article on Aviationweek:
Quote:While cargo operators are parking fuel-hungry Boeing 747s and MD-11s, passenger operators are loading up the belly holds of their new widebody aircraft. As the International Air Transport Association notes, despite a slight increase in airfreight demand, continued increases in capacity across passenger aircraft have restricted the freighter loads factor, which remains at a low 46%. The Boeing 777ER, for example, can stow 30 tons of cargo in its hold with a full passenger load, the Airbus A350-900 has capacity for 25 tons and the -1000 version, 33 tons. The Boeing 787 can carry 18 tons.
With a 20% increase in the rate of widebody deliveries this year, this -dramatic expansion of belly cargo capacity will pose a significant threat to dedicated -freighter-only operators. Although the downside to passenger-carried freight is that turnaround times can be compromised—and landing and handling fees correspondingly increased—the upside is that cargo integrators such as DHL, FedEx and UPS rent whatever cargo space they can find on any available aircraft in addition to loading up their own dedicated freight fleets. The integrators’ sophisticated logistics solutions (including warehousing and systems) mean they can offer a complete package that many air cargo specialists do not, which is especially attractive to high-value, low-volume goods shippers.
The signs are there: Evergreen International, Atlas Air and Southern Air have all recently declared bankruptcy; Japan Airlines abandoned freighter cargo completely in 2010. Meanwhile, Cathay Pacific Airways says it flies 170-220 tons of belly cargo on average every day between Hong Kong and Singapore. And low-cost carrier AirAsia racked up a cargo growth rate of 33% in the fourth quarter of 2013 carrying 10,000 tons of belly cargo.
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