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and Newark airport since direct service is available at Kennedy to a number of cities either not served or poorly served out of the Newark Airport, and NYA's service would make a large number and great variety of domestic and international flights at Kennedy readily available to the more than four million people who reside or are located near the Newark Airport. Similar advantages would allegedly accrue to the more than 50 large national industral concerns in the Newark area 19/ which would experience expensive and time-consuming delays in reaching Kennedy Airport if NYA's service were not available. 

NYA's Record of Progress and Development. NYA's passenger originations and commercial revenue increased from 1,000 in 1953 and $313,193 in 1955 to 253,000 and $2,628,601, respectively, in 1964. During the period 1956 to 1964 total operating expenses declined from $2.24 to $0.83 per passenger mile while revenue yield increased from 39.7 to 44.5 cents per passenger mile.  Although the carrier's operating costs continue to exceed commercial revenues by a substantial margin, during the period 1960-1964, its annual breakeven need decreased from $2,314,000 to $1,958,000; subsidy per passenger and per passenger mile decreased from $17.21 to $7.51 and from 0.84 to 0.38 cents, respectively, and its net cost per passenger mile decreased from $1.15 to 0.83 cents. Although its overall load factor

[[footnote]]
19/ To mention only a few: Bell Telephone Co., Curtis-Writght Aricraft, Bendix Corp., Colgate Palmolive Co., Standard Oil of N.J., For Motor Co., General Electric Co., Mack Trucks, Inc., Merck Co., Pretice-Hall, Inc., and Union Carbide Corp.
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