As North American supply chains are reshaped by e-commerce, digitalisation and network diversification, competitive advantage is moving beyond runway capacity alone. Airlines are placing greater emphasis on aircraft utilisation, ground efficiency and multimodal connectivity, creating opportunities for secondary cargo airports that can reduce operational friction.
Chicago Rockford International Airport (RFD) is positioning itself within that transition, arguing that the next generation of cargo hubs will be defined by speed and flexibility rather than scale.
“We’re not trying to become the biggest cargo airport,” says Zack Oakley, Executive Director of Chicago Rockford International Airport. “We’re trying to become the best solution.”
Rather than concentrating operations at traditional passenger gateways, airlines and logistics providers are increasingly evaluating airports that can improve network efficiency, reduce turnaround times and lower operating costs.
“The market is becoming much more focused on operational efficiency than absolute size,” Oakley says. “Airlines want airports that can help them turn aircraft around faster, reduce unnecessary costs and keep schedules running reliably. If we can consistently deliver those outcomes, then our value to the network continues to grow regardless of how we compare in scale with larger hubs.”
Congestion is reshaping network strategy
Persistent congestion at major North American gateways, alongside changing trade patterns and e-commerce flows, is encouraging airlines to reassess how international freight enters and moves across the US. The result is a gradual shift towards more diversified routing models.
“We’re already seeing conversations move towards South America,” Oakley says. “The question we’re increasingly hearing is how North American cargo can be connected more efficiently into Latin America.”
Rockford is positioning itself as an alternative for carriers seeking greater flexibility across North American and international networks. As airlines manage pressure on major hubs such as Chicago O’Hare and Miami, secondary airports with strong trucking connectivity are becoming increasingly relevant.
“Supply chains have become far more dynamic over the past few years. Customers are looking for flexibility rather than depending on a single gateway. Our role is to provide another reliable option that allows airlines and logistics providers to keep freight moving efficiently when congestion or disruption affects traditional hubs,” Oakley says.
Operational efficiency becomes a differentiator
Unlike mixed-use airports where freighters compete with passenger aircraft for runway access, gates and warehouse capacity, Rockford operates almost exclusively around cargo activity. This allows aircraft to minimise ground time and improve asset utilisation.
“If your engines aren’t running, you’re not burning fuel,” Oakley says. “You’re also reducing emissions. Every minute we save on the ground improves aircraft utilisation, lowers operating costs and gives airlines more flexibility across their schedules.”
Rockford is focusing on cargo segments where speed and reliability carry particular value, including pharmaceuticals, perishables and high-value electronics.
“Those shipments aren’t simply competing on freight rates; they’re competing on time, product integrity and supply chain performance,” Oakley says. “If we can consistently save customers valuable time, then we’re creating a genuine competitive advantage.”
Removing barriers for customers
Infrastructure investment alone will not reshape cargo networks. Established routing patterns continue to influence decisions, even where alternative gateways offer efficiency gains.
“One of the biggest misconceptions is that using an airport like Rockford requires customers to redesign their entire logistics operation. In reality, that’s not the case,” Oakley explains.
Rockford has invested in shuttle services connecting the airport with the wider Chicago logistics market, allowing freight forwarders and shippers to access the region’s distribution infrastructure without operating through O’Hare.
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Author: Edward Hardy
