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Boeing divulga estudo sobre o mercado de carga aérea mundial


Leonardo de Paula

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Boeing divulga estudo sobre o mercado de carga aérea mundial

 

08102014-083243-panalpina_b748.jpg

 

A fabricante norte-americana Boeing divulgou estudo onde projeta que o mercado mundial de cargas vai crescer a uma taxa anual de 4,7% nos próximos 20 anos, com o tráfego de frete aéreo mundial mais que dobrando até 2033. O segmento começou a crescer novamente no segundo trimestre de 2013, com o aumento atingindo 4,4% nos primeiros sete meses de 2014, comparado ao mesmo período do ano anterior. Se esta tendência se mantiver, 2014 será o maior ano de crescimento para a indústria de transporte aéreo desde 2010. A nova previsão da empresa mostra que a região da Ásia, América do Norte e Europa continuarão a ser os mercados de carga dominantes do mundo com o maior volume de tráfego. Dessa forma, a frota cargueira também deve crescer com a entrega de 840 novos aviões construídos na fábrica e 1.330 aeronaves de passageiros convertidas para o transporte de cargas. Mais informações sobre o estudo no portal www.boeing.com.

 

Fonte: http://www.revistaflap.com.br/web/aviacao-civil/noticias/7776-boeing-divulga-estudo-sobre-o-mercado-de-carga-aerea-mundial

 

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Interessante,

 

AF+MARTINAIR estão retirando os cargueiros de operação. Outras estão focando nos porões dos passageiros.......... os brokers estão se ajustando para o tempo de transporte, e priorizando o meio maritimo........

 

Abs,

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A carga fracionada vai em porões, das aeronave de passageiros, porém a carga fechada, de produtos tecnológicos está ampliando dia a dia, até mesmo porque as fabricas estão Asia e os consumidores no ocidente, a Boeing já está de olho nesse mercado a muito tempo, torçamos que a nossa malha cargueira cresça na mesma proporção.

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A carga fracionada vai em porões, das aeronave de passageiros, porém a carga fechada, de produtos tecnológicos está ampliando dia a dia, até mesmo porque as fabricas estão Asia e os consumidores no ocidente, a Boeing já está de olho nesse mercado a muito tempo, torçamos que a nossa malha cargueira cresça na mesma proporção.

 

Verdade, participei há algumas semanas de uma apresentação da TAM Cargo e o setor de eletrônicos tem representado grande parte dos transportes e do foco da empresa.

Fabricantes de produtos com alto valor agregado (eletrônicos) estão optando cada vez mais pelo modal aéreo, além claro dos já conhecidos e frequentes transportes de alimentos e etc.

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Nobres, maquiar a feia só serve prá jogar produto fora. A Boeing, assim como os demais grandes grupos empresariais globais, tem a bendita mania de querer esconder os fatos prá debaixo do tapete.

 

Eu tenho comigo uma sequência de reportagens falando exatamente ao contrário, ou seja, se continuar do jeito que está, muito em breve, muito mesmo, a indústria da carga aérea ‘maindeck’ acabará.

 

O texto a seguir é um deles, sendo:

 

WE MUST CUT 48 HOURS OFF TRANSIT TIMES, OR AIR CARGO CANNOT SURVIVE – IATA CHIEF

By Alex Lennane in Seoul

10.08.2014 · Posted in Air, Loadstar posts FavoriteAdd to favorites

 

In a call to arms for the air cargo industry, Glyn Hughes, new global head of cargo at IATA, said cutting 48 hours off transit times was a question of “survival”.

 

There is “no alternative”, he told a press conference at TIACA’s Air Cargo Forum in Seoul.

 

“All of the industry owns this situation and problem,” he said, “it’s about the survival of the industry going forward. Without it, modal shift will accelerate. We have no alternative. This industry has survived for 103 years, and we want to secure the next 103 years.”

 

Michael Steen, former chair of TIACA, speaking on the sidelines of the event, agreed: "The six-day process has got to change.

 

"Comparing general cargo to express is not the aim – but airlines and forwarders have to make sure that they add more value in the future. There's a need to cut away everything that doesn't add value, whether in the handling process, or using more automation. We have to do that better."

 

The 48-hour pledge, made by Mr Hughes' predecessor, Des Vertannes, in March, has been much debated – in particular why it was a target set by airlines, which are unable to speed up their part of the process.

 

And during various panel debates at the Air Cargo Forum, shippers have indicated that reliability was more important than speed.

 

Oliver Evans, chairman of TIACA, explained: "The ownership of this idea is an industry one. And when you have a big goal thrown out there, you start to investigate and you find out some important facts.

 

"When SwissWorldCargo investigated it, we found a remarkable time lapse between the cargo arriving at the airport and the forwarder coming to pick it up."

 

TIACA has focused on collaboration as the theme of its event.

 

"The pace of change is accelerating all the time and will have an effect on the air cargo industry," said Mr Evans. "Collaboration, co-operation and integration are the key words that will allows us to take air cargo forward. Others have tried to commoditise their own products. We think this isn't right, that there 's a better way for the industry, which we are endeavouring to do through collaboration. We need to prepare the entire community to cope with the changes."

 

TIACA scored something of a coup with the presence of John Pistole of of the US Transportation Security Administration (TSA). After assuring delegates that TSA security measures were still important by showing a video revealing the potentially devastating impact of just a small bomb, he also argued that the combination of screening and a risk assessment was working. In the pilot period, 171 million shipments were processed and none needed to be offloaded.

 

He said: "With more advance cargo information, we can do a better job in assessing the risk and facilitating the movement of goods."

 

Michael Steen, former chair of TIACA, speaking on the sidelines of the event, agreed: "The six-day process has got to change.

 

"Comparing general cargo to express is not the aim – but airlines and forwarders have to make sure that they add more value in the future. There's a need to cut away everything that doesn't add value, whether in the handling process, or using more automation. We have to do that better."

 

The 48-hour pledge, made by Mr Hughes' predecessor, Des Vertannes, in March, has been much debated – in particular why it was a target set by airlines, which are unable to speed up their part of the process.

 

And during various panel debates at the Air Cargo Forum, shippers have indicated that reliability was more important than speed.

 

Oliver Evans, chairman of TIACA, explained: "The ownership of this idea is an industry one. And when you have a big goal thrown out there, you start to investigate and you find out some important facts.

 

"When SwissWorldCargo investigated it, we found a remarkable time lapse between the cargo arriving at the airport and the forwarder coming to pick it up."

 

TIACA has focused on collaboration as the theme of its event.

 

"The pace of change is accelerating all the time and will have an effect on the air cargo industry," said Mr Evans. "Collaboration, co-operation and integration are the key words that will allows us to take air cargo forward. Others have tried to commoditise their own products. We think this isn't right, that there 's a better way for the industry, which we are endeavouring to do through collaboration. We need to prepare the entire community to cope with the changes."

 

TIACA scored something of a coup with the presence of John Pistole of of the US Transportation Security Administration (TSA). After assuring delegates that TSA security measures were still important by showing a video revealing the potentially devastating impact of just a small bomb, he also argued that the combination of screening and a risk assessment was working. In the pilot period, 171 million shipments were processed and none needed to be offloaded.

 

He said: "With more advance cargo information, we can do a better job in assessing the risk and facilitating the movement of goods."

 

Navegador

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É oque venho falando.

 

Ou os mercados antigos (America do Norte+Europa+Asia) são muito inteligentes, que estão dando corda (na intenção de vender aviões) e depois fecharem o espaço para empresas que hoje são verdadeiros predadores (leia-se a deslealdade das Oriente-Médio que injetam petrodolares em empresas que não dão lucro), ou estão dando tiro no próprio pé, e o resultado é uma procura maior por porões de aviões passageiros, ou transporte maritimo.

Empresa manufaturadora, não é imbecil de ficar pagando altos valores no transporte aéreo, estão se ajustando na logistica, e usando o maritimo, só em extremos casos usam aéreo.

A maior quantidade de pereciveis saem de maritimo, oque o aéreo leva é apenas uma cota emergencial.

O mesmo ocorre com passageiros, oque dá lucro (business) está diminuindo, e só não encolhe mais, porque estão descendo os CEOs da First, e os graduados estão caindo para as Premium, em não mais que 7 anos, veremos as First sumirem, apenas as empresas que conseguem camuflar lucro, manterão.

Não acredito que as Freighters sumirão, no entanto encolherão, ficando restrito a paises que precisam destas.

Aviões como B747F, já não têm mais tanto atrativo assim. Com o preço dos combustiveis+predadorismo+diferenças gritantes do break even entre importação e exportação num mesmo trecho, restarão poucos puramente cargueiros e apenas bi-reatores.

Cargas com mais de 8mts não valem mais tanto para se levar de avião, e até este volume (mesmo cubado cheio), qualquer B777F leva.

 

Abs,

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  • 2 months later...

Pelo visto mais um estudo furado....

 

Boeing announces new production cut for 747-8
WASHINGTON DC
Source: pro.png
19 hours ago

Boeing has decided to lower yearly output of the 747-8 by 2.4 aircraft starting in September 2015 due to a slower recovery cycle in the cargo market.

Annual production will drop from 18 747-8s to 15.6 beginning next September, Boeing says.

The monthly production rate falls from 1.5 aircraft to 1.3 747-8s.

“We’re making this minor adjustment because the near-term recovery in the cargo market has not been as robust as expected,” Boeing says. “We continue to believe in the long-term strength of the freighter market and the 747-8 is uniquely positioned to capture this demand.”

The latest production cut comes 14 months after Boeing lowered output from 21 747-8s per year to 18.

At the time, some Boeing suppliers, such as LMI Aerospace, told analysts that it would be contractually difficult for Boeing to reduce the production rate for the 747-8 below 1.5 per month.

Boeing executives, however, have said that further production rate cuts were possible if demand did not improve.

So far in 2014, Boeing has added orders for two 747-8s, but customers canceled orders for two aircraft. Boeing has 39 747-8s remaining in the backlog, or enough for about 28 months of production at planned production rates.

In October, IATA released a five year air cargo forecast predicting annual growth averaging about 4% through 2018. While an improvement compared to the stagnated air cargo market since 2008, that growth rate is still slightly below the 5% yearly growth threshold cited by Boeing as necessary to stimulate demand for buying new freighters.

Meanwhile, demand for the passenger-carrying version of the 747-8 has failed to pick up the slack. In July, Boeing revealed proposed design changes that could allow the 747-8 Intercontinental to fly from Asia to the US east coast or from the Middle East to the US west coast non-stop.

But the 747-8I faces tough competition from Boeing’s product line-up. By 2020, Boeing plans to start delivering the 777-9X with a similar passenger capacity and even better fuel efficiency than the 777-300ER. The latter itself presents a competitive threat to the 747-8I. In September, Boeing’s top salesman in Africa said the 777-300ER has better fuel efficiency on a seat-mile basis than the 747-8I.

 

 

http://www.flightglobal.com/news/articles/boeing-announces-new-production-cut-for-747-8-406922/

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