SUNDAY, JULY 19, 1959
HERALD AND NEWS, KLAMATH FALIi!, OREGON
PAGE FIVE
Boom In Air Freight Seen Only Beginning
By ROBERT J. SERI.ING
WASHINGTON (UPD The next
revolution in commercial aviation
will take place in the field of air
cargo.
Air cargo has been increasing
steadily both in tonnage carried
and in revenue, but even the gains
of recent years will be dwarfed
by what lies ahead. What this
means can be gathered from the
fact that since 1949, air freight and
express tonnage carried by U.S.
scheduled airlines has climbed by
410 per cent.
These airlines collected 191 mil
lion dollars from air cargo busi
ness in 1956 and upped that fig
ure to nearly 210 million dollars
in 1957, the last year for which
complete data are available.
But Vice President Willis - G.
Lipscomb of Pan American World
Airways predicts that within the
next 10 years, revenue from air
cargo will equal and may even
surpass passenger revenues. Oth
er industry leaders say a;r cargo
will Le at least a billion-dollar-a
year business in another decade
Before this comes about, how
ever, aviation officials interviewed
by UP1 said the following must
be achieved:
Development of planes speci
fically designed for cargo-carry
ing; presently the airlines are
using converter airlines which ate
relatively inefficient.
Improved methods of packag
ing, loading and unloading, such
as a recently-developed system
called "unitized shipments;" un
der this highly-mechanized system,
an airline shipping furniture, for
example, moves it direct from
house to house, via truck, plane
and then truck, without a human
hand touching the shipment en
route.
nates must come down, as
they undoubtedly will if shipping
efficiency is improved.
Robert W. Johnson, president
of a- leading air cargo consulting
firm and an adviser "to the Air
Force on airlift problems says the
air cargo industry actually is in
its infancy.
"Right now," Johnson points out,
"when you ship something from
New York to Chicago, it spends
15 per cent of the time on the
ground and only 15 per cent of
the time en route in the air.
Because of inefficient packaging
and handling methods, and the
use of planes that weren't design
ed to haul cargo, it takes at
least two hours to unload a plane
and then load it again for the
'turn-around' trip. This time can
and must be cut to 15 or 20 min
utes."
Johnson believes a specially-designed
all-cargo plane could do
(he work of three conventional
airliners. Such an aircraft com
bined with new handling .meth
ods, also would reduce the num
ber of trucks and ground per
sonnel needed at air cargo centers.
These innovations, Johnson
adds, "would enable the carriers
to reduce their rates from the
present 3 cents per ton-mile to
as low as 10 cents."
The airlines currently are de
voting only a small part of their
aircraft to purely cargo duties.
Of the scheduled carriers' 1,800-
plane fleet, only 159 aircraft are
employed in all-cargo flights and
many of these are designed for
rapid conversion to passenger
configurations.
Such planes are 1 n e f f i c i e n t
mainly because they are hard to
load and unload. Doors are too
narrow and their low wing de
sign (wings are underneath the
fuselage) makes it necessary to
lift all cargo into the aircraft
Air cargo enthusiasts would
like to see manufacturers come
up with high-wing cargo planes
that could be loaded from the
front or rear of the fuselage or
even both literally driving
trucks right into the cabin for
loading and unloading.
Britian already is producing
such a plane the Armstrong
Whitworlh Argosy, which has car
go doors at both ends of the
fuselage. One American all-cargo
carrier, Riddle, has ordered four
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of them on provisional basis.
Another futuristic gimmick
would be a plane with removable
floor sections, so cargo could be
loaded and unloaded with ship
ments already attached securely
to the floors.
Pan-Am, which frankly admits
it is seriously considering buying
all-cargo jetliners, is interested
iu a proposed cargo version of
the Boeing 707 which would have
the rear half of the fuselage on
hinges, so it could swing open to
permit easy and fast loading.
Even with the lack of real car
go planes', the airlines have made
vast strides in the field. Surpris
ingly, furniture-moving is one of
their booming - revenue sources.
Tlie airlines say they can fly
house furnishings overseas cheap
er than it can be transported by
boat, and more and more com
panies are moving employe goods
by air.
The advent of the jet age is no
small boon to air cargo. A single
passenger jetliner can carry up
to five tons of cargo in a hold
that is bigger than the entire
cabin of a DC 4.
And there seems to be no limit
to what cargoliners can carry.
Pan-Am last year hauled a 65-
ton cotton gin from New Orleans
to Costa Rica. It was flown in
eight separate shipments.
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panel of businessmen believes
there will be such a shortage of
men that lady bosses will be com
monplace. The men based their
prediction on projected statistics
from the labor department. To
handle the shortage, women must
be accepted as management train
ees now, they added.
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