The following post uses as reference material from the “Aviation Week” on-line publication.

LOS ANGELES – Boeing closed out C-17 deliveries and seven decades of aircraft production in Long Beach, California, with the departure of the last airlifter for the Qatar Emiri air force to the company’s San Antonio facility on Nov 29.

The final aircraft is one of four C-17s that will be delivered to Qatar in 2016, and together with one aircraft that remains unsold and in storage in Texas, takes the overall production tally to 279. Not including the prototype, structural test airframes and the five undelivered aircraft, Boeing has so far officially delivered 271 C-17s, including 223 to the U.S. Air Force and 48 to international operators.

The Qatar C-17 is one of 10 “white tails” for which Boeing committed to building without having a firm customer in 2013. Of the remaining aircraft, sales finalized this year include a single C-17 for Canada, which accepted its fifth in March, and the United Arab Emirates, which took two more aircraft for a total fleet of eight. Two additional aircraft from the final batch were also acquired by Australia, which formally accepted its eighth and last C-17 at Long Beach on Sept. 4. Other international operators include the U.K., Kuwait, India and the 12-nation Strategic Airlift Capability consortium of NATO.

While Boeing continues to provide support, maintenance and upgrades to the airlifter fleet under the C-17 Globemaster III Integrated Sustainment Program (GISP) Performance-Based Logistics program, the future of the production site at Long Beach remains undecided. Even though large sections of both the Boeing F/A-18 and Lockheed Martin F-35 are produced in California, the C-17 is the last series-built, fixed-wing aircraft to be completely assembled and delivered in the state. So the last delivery ends more than 70 years of full aircraft production at Long Beach and more than a century of complete fixed-wing aircraft serial manufacturing in California.

Let’s take a look at several interesting statistics of the C-17.  The following digital will indicate the basic configuration.

C-17 Digital

C-17 and Mountain

As you can see, this is one beautiful aircraft.

The cargo bay is monstrous, which is one reason for its popularity over the years.  Personnel or cargo or both are equally at home in this aircraft with generous accommodations.  In the digital below, you can see material and personnel share the cavernous internal structure, and I might add, with room to spare.

Cargo Bay

The cockpit is equally impressive with digital “everything”.  The days of analogue instrumentation are in the past.  The cabin crew is a three-person experience.

Cockpit

Now, we look at the basic design.

DESIGN:

The C-17 is 174 feet (53 m) long and has a wingspan of about 170 feet (52 m). It can airlift cargo fairly close to a battle area. The size and weight of U.S. mechanized firepower and equipment has grown in recent decades from increased air mobility requirements, particularly for large or heavy non-palletized outsize cargo.

The C-17 is powered by four Pratt & Whitney F117-PW-100 turbofan engines, which are based on the commercial Pratt and Whitney PW2040 used on the Boeing 757. Each engine is rated at 40,400 foot-pounds of force or 180 kN of thrust. The engine’s thrust reversers direct engine exhaust air upwards and forward, reducing the chances of foreign object damage by ingestion of runway debris, and providing enough reverse thrust to back the aircraft up on the ground while taxiing. The thrust reversers can also be used in flight at idle-reverse for added drag in maximum-rate descents. In vortex surfing tests performed by C-17s, up to 10% fuel savings were reported. Debris being swept into the engines on less-than-acceptable runways is a real concern to the flight crew.  This problem has been solved.

For cargo operations the C-17 requires a crew of three: pilot, copilot, and loadmaster. The cargo compartment is 88 feet (26.82 m) long by 18 feet (5.49 m) wide by 12 feet 4 inches (3.76 m) high. The cargo floor has rollers for palletized cargo but it can be flipped to provide a flat floor suitable for vehicles and other rolling stock. Cargo is loaded through a large aft ramp that accommodates rolling stock, such as a 69-ton (63-metric ton) M1 Abrams main battle tank, other armored vehicles, trucks, and trailers, along with palletized cargo.

Maximum payload of the C-17 is 170,900 lb (77,500 kg), and its Maximum takeoff weight is 585,000 lb (265,350 kg). With a payload of 160,000 lb (72,600 kg) and an initial cruise altitude of 28,000 ft (8,500 m), the C-17 has an unrefueled range of about 2,400 nautical miles (4,400 km) on the first 71 aircraft, and 2,800 nautical miles (5,200 km) on all subsequent extended-range models that include a sealed center wing bay as a fuel tank. Boeing informally calls these aircraft the C-17 ER.  The C-17’s cruise speed is about 450 knots (833 km/h) (Mach 0.74). It is designed to airdrop 102 paratroopers and their equipment. The U.S. Army’s canceled Ground Combat Vehicle was to be transported by the C-17.

The C-17 is designed to operate from runways as short as 3,500 ft (1,064 m) and as narrow as 90 ft (27 m). In addition, the C-17 can operate from unpaved, unimproved runways (although with greater chance of damage to the aircraft). The thrust reversers can be used to back the aircraft and reverse direction on narrow taxiways using a three- (or more) point turn. The plane is designed for 20 man-hours of maintenance per flight hour, and a 74% mission availability rate.

NATO CAPABILITY:

The United States recognized the need to provide the C-17 to NATO forces as early as 2006.  An increasing threat potential to Western Europe resulted in the purchase of the C-17 aircraft.

At the 2006 Farnborough Airshow, a number of NATO member nations signed a letter of intent to jointly purchase and operate several C-17s within the NATO Strategic Airlift Capability.  Strategic Airlift Capability members are Bulgaria, Estonia, Hungary, Lithuania, the Netherlands, Norway, Poland, Romania, Slovenia, the United States, as well as two Partnership for Peace countries Finland and Sweden as of 2010.   The purchase was for two C-17s, and a third was contributed by the U.S. On 14 July 2009, Boeing delivered the first C-17 under NATO’s Strategic Airlift Capability (SAC) program. The second and third C-17s were delivered in September and October 2009.

The SAC C-17s are based at Pápa Air Base, Hungary. The Heavy Airlift Wing is hosted by Hungary, which acts as the flag nation.  The aircraft are manned in similar fashion as the NATO E-3 AWACS aircraft.  The C-17 flight crew is multi-national, but each mission is assigned to an individual member nation based on the SAC’s annual flight hour share agreement. The NATO Airlift Management Programe Office (NAMPO) provides management and support for the Heavy Airlift Wing. NAMPO is a part of the NATO Support Agency (NSPA).   In September 2014, Boeing revealed that the three C-17s supporting NATO SAC missions had achieved a readiness rate of nearly 94 percent over the last five years and supported over 1,000 missions.

SUMMARY:

The C-17 has seen duty in the following countries:

  • India
  • Qatar
  • UAE
  • New Zealand
  • Australia
  • Canada
  • Kuwait
  • United Kingdom

Once again, the “stats” are as follows:

GENERAL CHARACTERISTICS SUMMARY:

  • Crew: 3: 2 pilots, 1 loadmaster (five additional personnel required for aeromedical evacuation)
  • Capacity:
    • 102 paratroopers or
    • 134 troops with palletized and sidewall seats or
    • 54 troops with sidewall seats (allows 13 cargo pallets) only or
    • 36 litter and 54 ambulatory patients and medical attendants or
    • Cargo, such as an M1 Abrams tank, three Strykers, or six M1117 Armored Security Vehicles
  • Payload: 170,900 lb (77,519 kg) of cargo distributed at max over 18 463L master pallets or a mix of palletized cargo and vehicles
  • Length: 174 ft (53 m)
  • Wingspan: 169.8 ft (51.75 m)
  • Height: 55.1 ft (16.8 m)
  • Wing area: 3,800 ft² (353 m²)
  • Empty weight: 282,500 lb (128,100 kg)
  • Max. takeoff weight: 585,000 lb (265,350 kg)
  • Powerplant: 4 × Pratt & Whitney F117-PW-100 turbofans, 40,440 lbf (180 kN) each
  • Fuel capacity: 35,546 U.S. gal (134,556 L)

Performance

  • Cruise speed: Mach 0.74 (450 knots, 515 mph, 830 km/h)
  • Range: 2,420 nmi  (2,785 mi, 4,482 km) ; 5,610 nmi (10,390 km) with paratroopers
  • Service ceiling: 45,000 ft (13,716 m)
  • Max. wing loading: 150 lb/ft² (750 kg/m²)
  • Minimum thrust/weight: 0.277
  • Takeoff run at MTOW: 7,600 ft (2,316 m)
  • Landing distance: 3,500 ft (1,060 m)

One of the most successful designs in military history.  As always, I welcome your comments.


The following “inventions” were determined to be the “worst” inventions of our time.  These inventions were voted on by readers of Design News Daily.  The JPEGS come from various sources but the text is mine.  I have real “heartburn” on some of the selections and will voice my opinion as we progress down the digital list.  These are in no real order so you decide the invention you detest the most.  Here we go.

RoboCall Device

I am completely on board with this one.   Presidential elections will be held November 8th of this year and I’m already receiving robocalls indicating I should vote Republican, Democrat, don’t vote, etc etc.  Right now, I’m writing in Elvis Presley.

Tin Foil Hat

If any of you have seen the 2002 movie called “Signs” you know where this one came from.  Excellent cast with Mel Gibson, M. Knight Shymalan, Joaquin Phoenix, Abigail Breslin and Rory Culkin as the main characters. The “tin hats” were instrumental in keeping the invaders away.  Complete fiction but the hats did make the list.

AM Stereo

I cannot comment on AM Stereo because I never owned this device.  I suppose the technology made the list due to comparison with today’s technology.  As you well know, most technology is evolutionary and not revolutionary.  The “T” model came before the Lamborghini.  You get the picture.

The Clapper

When the CLAPPER was commercialized I thought it would be somewhat groundbreaking.  That was definitely a passing fad.

Pet. Motion Machines

Any engineer who has taken Thermodynamics knows there is NO such device as a perpetual motion machine.  That is nuts.  Again, I’m a little embarrassed readers of Design News Daily would but this bogus device (invention) on the list but WHATEVER.

DDT

DDT has also been shown to eliminate pests that consume food-stuffs and render crop growing less productive than possible.  The environmental impacts of “indiscriminate” use are definitely there but proper use can yield extremely beneficial results.

Catalytic Converters

A-10 Warthog

The A-10 Thunderbolt should NEVER have made this list. It is a marvelous aircraft that has fulfilled its mission over the globe.   I have no idea as to why the Design News readers included this one on the list.

Quaraphonic Radion Systems

Again, technology is evolutionary and not revolutionary.  Another miss as far as I am concerned.

I’m sure we could also make our own lists and I would encourage you to do so. Here is a very brief list of mine.

  • Pay toilets
  • New Coke
  • Ford Pinto (Trust me on this one. I owned one. )
  • Betamax (Here again—I owned one.)
  • Asbestos
  • Vibrating Ab Belt (Don’t ask!!!!!!)
  • Smell-O-Vision
  • Hair-In-A-Can
  • Mizar Flying Car

As I mentioned, I’m sure you can construct a list of your worst inventions.  Give it a try.

MORE BANG FOR THE BUCK

December 24, 2015


Digital resources for this post are from Mr. Charles Murray, Design News Daily Magazine.  The text is belongs to this writer.

According to the College Board, the average cost of tuition and fees for the 2015–2016 school year was $32,405 at private colleges, $9,410 for state residents at public colleges, and $23,893 for out-of-state residents attending public universities.  College costs have been rising at twice the rate of inflation for more than two decades, but buyers still feel sticker shock when they see the bills. Today, many of the great private engineering schools exceed $50,000 a year in total costs.  I think this is shameful but graduating from a well-known and well-respected university has its benefits and can land a graduate and entry-level salary above the normal levels.

I have listed the top ten (10) most-expensive schools offering engineering degrees.  To be sure, all of these schools offer financial aid, often in substantial amounts.   Thankfully, many students will pay less than the starting figures shown on the following ten (10) slides.

Big state institutions did not make this list for a simple reason — their in-state tuitions are much lower than those of the private institutions shown here. It’s also worth noting that many private schools with costs in the high-$50,000 range came very close, but didn’t quite make the list. MIT, for example, missed by $154.00.  Stanford missed by $6.00.

As you take a look at the slides, try to remember how much you paid for your engineering education.  We start the countdown now with number ten (10) first.  These numbers blew my mind.

Drexell University #10

Smith College

Johns Hopkins

Yale University

Darthmouth University

Bucknell University

Washington University

Columbia University

USC

Harvey Mudd

Let’s hope the student loans and grants produce a well-paying job.  I wonder just how much difference a private university provided compared to a public university.  I believe in the long run, performance is what keeps you from being fired, not the school you graduated from.  Just a thought.

 

PQRST

December 19, 2015


How do you read—rapidly, slowly, for content, do you skim instead of read?  Do you read a novel in the same manner in which you read a newspaper, a math book, a magazine, an on-line post?  How about retention of material and for how long:  two hours, eight hours, three days, a month?

Several months ago I visited our downtown public library to research a project I was working for a client.  I discovered fairly quickly that I definitely was in the wrong “stacks”.   Instead of finding the book I was after, I came across a book entitled “Effective Reading”.   Most of the consulting work I do requires a great deal of preliminary research.  I always have my nose in a book or other written material looking for information, either resource material or needing information from specific vendors.   The title “Effective Reading” certainly caught my attention so I pulled it out to take a look.

Introductory information in the book indicated we still, for the most part, gain the most useful information by reading the written word.  Let me restate, the most useful information.  Several chapters in the book were devoted to the following subjects:

  • The need for improving the effectiveness of reading.  Due to the tremendous volume of information available, we definitely need to improve our efficiency just to stay up.  Having stacks of trade publications cluttering up the floor is not advisable.
  • Rapid reading.  The book indicated that most people read between 250 and 350 words per minute.  “Effective Reading” also indicated that 1,000 words per minute is absolutely possible with training and rigor. Let’s look at several facts:
    • The average person in business reads no faster than people did 100 years ago.
    • The average reading speed is 200 to 250 words a minute in non-technical material,roughly 2 minutes per page.
    • In technical material, the average reading rate is approx 50 to 75 words a minute, roughly  five (5) to six  (6 )minutes per page.
    • Total information is doubling every 9 months.
    • We have to process information faster and faster just to maintain our existing knowledge level.
    • 500 000 new titles are published each year in the English language alone.
    • The average adult in the United States reads approximately five books in one year, according to the Pew Research Internet Group’s poll from January 2014. These figures include e-books, audio books and hard copies, but what if you could read more AND retain what you read?  Would it not make life easier?
    • We therefore end up knowing more and more about less, and less and less about just about everything else.
  • Retention of information.  Most people retain as little as ten percent (10 %) of the material after one week. Our minds have developed so that we remember the items that really make an imprint.  Also, emotional events are very well remembered by us.  You learn so much of what you teach to others because big pressure is on you at that time to not seem clueless while explaining the content.
  • Improvement of memory for names, dates, faces, numbers, and how we can improve our memory for those areas of need.
  • Techniques for improving effectiveness.

The last subject was the most fascinating and the most useful to me.  The author demonstrated methods for reading: 1.) A research paper, 2.) A text book, 3.) A newspaper, 4.) The Bible, 5.) On-line material, etc.  As a result of this book and several others on the subject, I have discovered for my work, the very best method may be summarized by “ P Q R S T.  Let’s take a look.

P—Preview: Spend time previewing the content of the material.  Look at the introductory statements, the table of contents, notice the number of chapters and pages, and quickly read the references used, if available.  Skim the material noting chapter titles, paragraph headings and sub-headings and read one or two sentences in each paragraph, preferably the first and the last.

Q—Question: After previewing the text, you should know enough to write down questions you want answered from the material.  You might start with Who, What, When, Where, and Why.  What important questions relative to your needs do you want answered?  What are you looking for in the body of material?  NOTE: If you are reading a fiction novel, you probably do not want to follow these guidelines.  The element of surprise is always great when reading fiction.  This method is primarily used for obtaining pure facts and researching a specific topic.

R—Read: Read the text using your normal reading speed. Remember, you are reading for content hoping to pick up ideas and needed information.  You are reading to find answers to the questions you have previously written.

S—Summarize:  Quickly summarize what you have read.  Use bullet points or structure a “mind-map” to produce your summary. There is plenty of information on structuring mind-maps on the internet and several very good books  as to their use.  They are tremendously helpful for summary and documentation.   It’s best to do this without looking back at the text you have just read.

T—Test: Have all of the questions previously written been answered? After reading, go back and add to your summary additional information important to you.  Add additional questions to the ones you wrote prior to reading.

This may seem very time-consuming but after practicing a few times you will develop methods for speeding up the process. I have found this procedure to be invaluable and if you make a mind-map, you can go back days or weeks to re-familiarize yourself with the material read.  The summary document and the test can provide the basis for learning the material and quick recognition when remembering is necessary.

As always, I welcome your comments.

EXPORT-IMPORT BANK

December 10, 2015


In recent weeks the Export-Import Bank has been in the news—some positive and some negative.  I have never interfaced with the bank or had cause to contact the bank so I was very interested in doing cursory research to see just what services they give.  Here is what I found.

The Export-Import Bank of the United States (EXIM Bank) is an independent, self-sustaining agency with an eighty-one (81) year record of supporting U.S. jobs by financing the export of American goods and services. Established in the wake of World War II, when crippled foreign markets were strong enough to purchase American products, the Export-Import Act of 1945 has been renewed by Congress sixteen (16) times without a political fight.  This year (2015) that fight has been intense due to some feeling the bank is unnecessary and caters to the largest of corporations.  According to some, the bank is unsustainable, and, according to the Congressional Budget Office, is set to cost taxpayers $2 billion over the next ten years.  This figure doesn’t take into account the opportunity cost of diverting these taxpayer dollars, money which could be utilized elsewhere in the economy.  Tax dollars should go toward fixing roads and infrastructure, funding troops and national security, not toward funding private transactions for America’s largest Fortune 100 corporations.  After a five-month hiatus–one that cost businesses billions of dollars worth of credit guarantees and insurance for overseas business opportunities–the 81-year-old agency regained authorization to once again begin supporting the export operations of thousands of its business customers. The bank had been forced to suspend operations following a long campaign by Republican lawmakers, who want to close the financing agency because they see it as an example of “crony capitalism” that assists only the nation’s biggest businesses.

With that being the case, on December 4, 2015 President Obama signed legislation reauthorizing the charter of the Export-Import Bank of the United States (“US Ex-Im Bank”) through 2019. The reauthorization is part of a 5 year, US $305 billion transportation funding approved by both houses of the US Congress. As a result, US Ex-Im Bank will begin doing new business again, ending for now a long and well-publicized debate about the future of the US’s official export credit agency.  There still is controversy.

On the plus side, by financing the export of American goods and services, EXIM Bank has supported 1.3 million private-sector, American jobs since 2009, supporting 164,000 jobs in FY 2014 alone.

With nearly sixty (60) other export credit agencies around the world trying to win jobs for their own countries, EXIM Bank helps level the playing field for American businesses. “Made in America” is still the best brand in the world, and EXIM Bank ensures that U.S. companies never lose out on a sale because of attractive financing from foreign governments.

In FY 2014, Export-Import Bank financing supported $27.5 billion worth of U.S. exports. $10.7 billion of that total represents exports from U.S. small businesses, making small business exports the top category for EXIM Bank supported exports last year.

While the Ex-Im Bank projects to save the US government $14 billion over ten ( 10 ) years, an alternative analysis from the Congressional Budget Office found that the program would lose about $2 billion over the same period, partly due to discrepancies how credit risk is accounted for. Both conservative and liberal groups have been critical of the bank, and some continue to call for its closure.  President Barack Obama was critical of the bank during his presidential candidacy, but has since become a supporter of the program. Let’s take a look at where the money goes by  category.

Bank Segments

The three largest beneficiaries of Ex-Im financing are Boeing, General Electric and Caterpillar, not small businesses by any definition of the word.  In fact, those three are multinational conglomerates that can most certainly find private financing elsewhere.  That goes directly against the bank’s own charter, which states that the bank should provide export financing only for “export transactions that are unlikely to proceed without Ex-Im support.”  In 2012, Boeing alone received 83 percent of all loan guarantees, and in 2013, just five corporations received 93 percent of all Ex-Im loan guarantees.

Private lenders, like JP Morgan Chase, and Citibank, benefit as well.  When Ex-Im finances transactions, a private lending institution holds the debt for the transaction and is able to charge an interest rate to the borrower.  Because the transaction is backed by the full faith and credit of the United States, they hold this debt practically risk-free.  These giant lending institutions churn a profit, without housing any of the risk.

Nearly 99 percent of all U.S. exports are financed without the bank’s help. In fact, the bank penalizes those other 99 percent of U.S. exports by distorting the market and putting them in an anti-competitive position, forcing them to compete with companies who do receive federal loan subsidies at more favorable rates.

I’m not a finance “guy” so I can’t pass judgment on the bank and its operations.  I do know much greater “advertising” needs to be accomplished to alert small businesses that financing is available through the bank.  You would think the U.S. Chamber of Commerce would lead this effort and spread the work.   If we consider our trade deficit, we find a huge imbalance. The U.S. Census Bureau and the U.S. Bureau of Economic Analysis, through the Department of Commerce, announced today that the goods and services deficit was $43.9 billion in October, up $1.4 billion from $42.5 billion in September, revised. October exports were $184.1 billion, $2.7 billion less than September exports. October imports were $228.0 billion, $1.3 billion less than September imports. The October increase in the goods and services deficit reflected an increase in the goods deficit of $2.1 billion to $63.1 billion and an increase in the services surplus of $0.6 billion to $19.2 billion. Year-to-date, the goods and services deficit increased $22.2 billion, or 5.3 percent, from the same period in 2014. Exports decreased $84.7 billion or 4.3 percent. Imports decreased $62.5 billion or 2.6 percent.

Exports of goods decreased $3.1 billion to $123.8 billion in October. Exports of goods on a Census basis decreased $3.0 billion.  Industrial supplies and materials decreased $1.6 billion.

  • Fuel oil decreased $0.4 billion.
  • Other petroleum products decreased $0.4 billion.
  • Capital goods decreased $0.9 billion.
  • Industrial engines decreased $0.5 billion.

As you can see, we are losing the trade balance battle.  As I mentioned, maybe greater emphasis should be placed on alerting small businesses that the “bank” is ready and willing to work to enhance exports from small and mid-cap companies.  Just a thought.

CHATTANOOGA–DEMOGRAPHICS

December 10, 2015


I certainly hope you feel your hometown is a great place to live.  I know I do.  Over the past twenty (20) years, Chattanooga has gone from a manufacturing town to a town that has become the “go-to” destination for outdoor activity.  Our mayor and city council are definitely aware of benefits from having clean water, breathable air, available entertainment, access to education and job opportunities, both high-tech, retail and manufacturing.  Just a few of the many facts about Chattanooga may be listed as follows:

  • Fastest Internet service in the Western Hemisphere.
  • Haven for numerous outdoor activities.
  • Sister City to nine (9) foreign cities across the globe.
  • First American city to have its own typeface.
  • All-American City award.
  • Recognized as an outstanding city for preservation of trees.
  • “Best Town Ever” award by Outside Magazine (Second time in two years).
  • Weekly entertainment available to visitors and citizens, such as: 1.) Riverbend, 2.) Wine Over Water, 3.) Annual Mud Run, 4.) Night Fall Concert Series, 5.) River Rocks, 6.) Sisters Bluegrass Festival, 7.) Head of the Hooch, 8.) Pops on the River, 9.) Southern Brewers Festival and  10.) Chattanooga Market.  These are just a few of the activities available. You can check the Chattanooga website for additional listing and the timing for each.

DEMOGRAPHICS:

Chattanooga is the fourth-largest city in the state of Tennessee, with a population of 167,674 as of the 2010 census.   Chattanooga is the Hamilton County seat, located in southeastern Tennessee on Chickamauga Lake and Nickajack Lake.   Both lakes are part of the Tennessee River Valley system of waterways.  Chattanooga lies approximately 120 miles (190 km) to the northwest of Atlanta, Georgia, 120 miles (190 km) to the southwest of Knoxville, Tennessee, about 135 miles (217 km) to the southeast of Nashville, Tennessee, about 120 miles (190 km) to the northeast of Huntsville, Alabama, and about 148 miles (238 km) to the northeast of Birmingham, Alabama. Chattanooga abuts the Georgia border where three major interstate highways meet: I-24I-75, and I-59.  The graphic below will summarize the distances just given as well as others.  As you can see, Chattanooga is centrally located from the standpoint of ground transportation.  The Tennessee River serves heavy barge traffic from the city with connections through the Tom Bigby Waterway to the Mississippi River and then to the Gulf of Mexico.

Distances from Ten Major Cities

Hamilton County is located by the orange area in the Tennessee map given below with the city of Chattanooga shown in Red relative to the county map.

Area Map and Location

An area may is given below showing the Tennessee River and Interstate Highways to and from the city.  I-75 is by far the most-traveled highway going north to Knoxville and south to Atlanta.

Demographic Analysis

An aerial view of the city itself may be seen from the digital photograph below.  There are three traveled bridges crossing the city to the “north shore”; Veteran’s Bridge, the Market Street Bridge and the P.R. Olgaiti Bridge.  The Walnut Street Bridge is for pedestrian traffic only and is a marvelous meeting point for hikers and walkers of all stripes.

Chattanooga Skyline

Population and Households

Do to the increasing number of companies locating and relocating in the Hamilton County/Chattanooga area, the number of jobs available increases each year.  As you can see from the table above, population growth is expected through 2020.  Area employment statistics by category are given as follows:

Area Employment Statistics

Chattanooga, at one time, was considered a “blue-collar” town due to the number of manufacturing companies located within a fifty (50) mile radius.  Today, goods and services constitute the major sector with tourism being very prominent to the cities’ income.  Household income is given with the following two charts.

Area Income Statistics

Area Income Statistics(2)

The unemployment for Chattanooga has steadily dropped over the past several years. As you can see from the graphic below, we are right at the 5.50% rate, which is in-line with the United States in general.

Unemployment Rate Chart

Chattanooga is very fortunate to have the University of Tennessee at Chattanooga and Chattanooga State Community College basically downtown.  Total fall enrollments for both, is approximately 20,000 students.

The following chart indicates the universities and colleges in the immediate area.  Located within a fairly short driving distance is Georgia Tech (Atlanta) and Vanderbilt University (Nashville) as well as the University of Tennessee in Knoxville.  One of the very best universities in the country for liberal arts is Lee University in Cleveland, Tennessee.  Lee is thirty (30) miles north of Chattanooga.

Colleges and Universities

I hope this gives you some idea as to the demographics relative to the Chattanooga/Hamilton County area AND hope you can drop in some time to check out our “southern fried hospitality”.  “Tons” of “stuff” to do; great restaurants; modern hotels and plenty of them; fabulous, state-of-the-art trade center; livable conditions relative to the environment; plentiful housing spanning an excellent range of prices and JOBS. What more could you ask for?

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