Domestic Air Cargo Industry in Australia - Bureau of Infrastructure ...

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Occasional Paper 87large amount of capacity and is the only aircraft currently operatedby Australian which carries international containers.New aircraft purchases by Australian involve replacements for theand the 8727. The 8737-300 has similar cargo capabilities to theaircraft which it has replaced and hence it has not significantlyaffected cargo activities. Australian also placed an order for nineA320 aircraft to replace their B727 fleet but the acquisition wassubsequently deferred. The A320 program included equipment forcontainer operations which would improve cargo transhipment times ondomestic services and require significant expenditure on new groundhandling equipment.DC9DC9AT1 currently has A320 and F50 aircraft on order and underoption.The recent introduction of B737-300 aircraft into the domestic fleethas not significantly affected AAF's operations at this stage. Majorchanges in scheduling or the introduction of additional freighteraircraft are not expected in the medium term, although the purchase ofBAe 146 freighters is still a possibility. Various options are underconsideration by AAF.IPEC has also considered the purchase of new aircraft but the existingequipment is expected to be retained for some time. The BAe 146 hasnot been acquired as it is not compatible with other equipment used inAustralia and has a high capital cost.Broad operatl ng environmentThe future structure of the domestic air cargo industry will also beaffected by changes in the broad operating environment such as generaleconomic conditions and overall industry policy.The size of the domestic air cargo market will obviously have asignificant effect on the industry's structure. Other things beingequal, rapid growth would be expected to facilitate the emergence ofnew services by providing greater scope for the creation of viablemarket niches. It could also encourage increased specialisation orchanges in the mix of pure cargo and mixed-configuration operations.Slow growth or a contraction of the market could limit the scope forthese developments.The pattern of economic development in Australia will also influencethe structure of the air cargo industry. Increased activity inmanufacturing industry could lead to changesin air cargo movementsand the type of service required by shippers. Future development oftirne-sensitive industries such as finance and advertising will alsoaffect air cargo operations.72
~Chapter 8Changes in fuel prices could affect the relative economi CS of mixedconfigurationand freighter aircraft. Substantial increases wouldraise the operating costs of freighters. Under the existingregulatory framework, there would probably be a smaller effectonmixed-configuration operations due to the marginal nature of cargo onmany routes. Fuel price changes could also affect the relativecompetitiveness of road transport.73
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BTE Publication SummaryDomestic Air
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CHAPTER 7CHAPTER 8CHAPTER 9APPENDIX
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7.2Annual change in average yield i
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CHAPTER 1INTRODUCTIONThe discussion
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CHAPTER 2 THE AIR CARGO MARKETThe d
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Chapter 2involved in the movement o
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Chapter 2176 -150 -150 -140 -130 --
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Chapter 21984-85. The importance of
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Chapter 2sources indicate that the
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Chapter 2TABLE 2.4 AUSTRALIAN DOMES
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Occasional Paper 87commenced with t
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Occasional Paper 87required the two
Page 28 and 29: Occas ioml Paper 87market, Ansett a
Page 30 and 31: Occasional Paper 87specialist freig
Page 32 and 33: Occasional Paper 87characterised by
Page 34 and 35: Occasional Paper 87TABLE 4.1MAJOR E
Page 36 and 37: Occasiona 7 Paper 87general manager
Page 38 and 39: Occasional Paper 87also specificall
Page 40 and 41: Occasional Paper 871984, 2-3). A sp
Page 42 and 43: Occasional Paper 87the major operat
Page 44 and 45: Occasional Paper 87also substantial
Page 46 and 47: ~~CHAPTER 5 CURRENT INDUSTRY PARTIC
Page 48 and 49: Chapter 5TABLE 5.2 AUSTRALIAN DOMES
Page 50 and 51: Chapter 5newspapers accounted for m
Page 52 and 53: Chapter 5If cargo is not under bond
Page 54 and 55: CHAPTER 6 CURRENT OPERATIONAL PRACT
Page 56 and 57: Chapter 6not obtain as much of the
Page 58 and 59: Chapter 6divisions of AT1 at rates
Page 60 and 61: Chapter 6combined banks contract fo
Page 62 and 63: CHAPTER 7 RATING PRACTICESThe struc
Page 64 and 65: Chapter 7carried at the published r
Page 66 and 67: Chapter 7(Department of Aviation 19
Page 68 and 69: Chapter 7TABLE 7.2ANNUAL CHANGE IN
Page 70 and 71: Chapter 7contacted during the study
Page 72 and 73: Occasional Paper 87TABLE 8.1 FORECA
Page 74 and 75: Occasional Paper 87domestic routes
Page 76 and 77: Occasional Paper 87adequate capacit
Page 80 and 81: CHAPTER 9 CONCLUDING REMARKSThe dom
Page 82 and 83: Chapter 9but it appears that in at
Page 84 and 85: a30TABLE 1.1 AUSTRALIAN AIRLINES' F
Page 86 and 87: W TABLE 1.2 AAF'S FREIGHTER NETWORK
Page 88 and 89: TABLE 1.3-TNT AIR'S OVERNIGHT FREIG
Page 90 and 91: % TABLE 1.4 TNT AIR'S DAYTIME FREIG
Page 92 and 93: CO03 2r,TABLE 1.5 (Cont.) WARDS EXP
Page 94 and 95: Occasional Paper 87(1984), Transpor
Page 96 and 97: Occasional Paper 87- (1979e), Anset
Page 98: ABBREVIATIONSAA F Ansett Air Freigh
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