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cause of the slow approach speed, the requirement for approach landing systems is not nearly so critical and it appears, at least for interim Visual Flight Rules operations, that no approach lights may be required.

Runway, threshold, or landing-area-edge lighting may be similar to those presently employed, utilizing L-819, high-intensity runway lights, or L-843, in-runway lights, as appropriate. In either case, however, modifications would be required to increase the upward radiation approximately to 15 deg. Since pilot complaints of "excessive brightness" and "glare" are common, threshold and landing area lighting must be of controllable intensity.

Runway-end-identifiers of standard FAA design should be provided. Flood lighting should be arranged about the periphery of the touchdown area, oriented in a horizontal plane and aimed toward the landing area to provide illumination of a textured runway surface with resultant assurance of depth perception.

Locater lights may take a form similar to a standard airway coded beacon but with a faster flash rate. They should be visible for not less than 5 mi. under night VFR conditions with high ambient backgrounds.

Guide lights projected vertically and of extremely high intensity have been used successfully at conventional fixed-wing airports and may have particular applicability for Stolport installation. It may be advisable to provide an amber flight filter to insure conspicuity without creating undue glare.

Construction cost. Concerning construction cost, we would note that no estimate has been made of the land-acquisition costs or the costs of acquiring property rights at the Stolport site. Steel-reinforced concrete piling (12-14 in.) spaced 20 ft on centers, assuming an average length of 70 ft would be required. A total of 770 piles would be needed for two intersecting runways 1000 by 100 ft and the immediately adjoining apron. The platform structure would consist of prestressed reinforced concrete girders and slabs. The total cost would be $2,600,000, or an average cost per square foot of $10.30.

Portions of existing piers may be rehabilitated for passenger walkways and for vehicle access to runways. The remainder of existing structures must be demolished. These costs would total $250,000. Structures required for the Stolport terminal, express storage, and equipment would total $80,000. Miscellaneous equipment and installations, such as lighting, fencing, and auto-parking area, would total approximately $70,000.

The grand total would be approximately $3,000,000. These costs of the Stolport itself would qualify for federal aid under the Federal Airports Act. If the structure was elevated to accommodate a single-level pier below the heliport landing area, an additional cost of #750,000 could be anticipated. Elevating the Stolport to provide two such lower levels, so accommodating the larger ocean-going vessels, would double the additional cost. It is assumed that such additional costs would be underwritten by maritime interests to be served.

Conclusions. Aircraft service to the central business district of New York can be initiated now, utilizing available STOL aircraft designs and a day-night VFR basis, along the routes indicated in the map on page 37. Considerably improved multi-engine STOL aircraft designs will be available within the next three years, as IFR capability becomes fully developed in the New York area.

The New York waterfront contains several sites ideally suited for use as Stolports. Two-runway Stolports can be constructed within the existing Manhattan pierhead capable of accommodating 80-100 aircraft per hour; the total cost of such a Stolport would be approximately $3 million. Present capacity of 1000 passengers per hour for such a Stolport should double within the next three years as improved aircraft become available. The Hudson River and the Lower Bay offer excellent STOL approach routes to and from the central business district.

STOL aircraft interior design should provide for quick-change, passenger-to-cargo configurations, and so make possible the maximum daily use of planes at the highest possible load factors. Integration of the Stolport design with other transportation facilities should of course be sought.

Initial STOL service should be developed at peripheral airports, such as, Morristown, Westchester County, Republic, and MacArthur, and exploit the high-priority commuter market, corporate-aircraft passenger travel to and from the city center, and the general air-taxi requirements of the area. Additional peripheral airport service should be provided as feasibility is substantiated.

City-center to city-center transportation to points outside the New York metropolitan area should be planned on the basis of experience gained during the initial STOL operation.

Consideration should be given the eligibility of initial STOL operations for demonstration grants under the Mass Transportation Act of 1964.

References
1. Source - New York City Planning Commission.
2. 1964 Statistical Guide for New York City, Department of Commerce and Industrial Development, City of New York, p. 53. Real Estate Board of New York, Cross & Brown Co., and Julien J. Studley, Inc.
3. The Dun & Bradstreet "Million Dollar Directory, 1964" indicates that 2519 businesses with a net worth exceeding $1 million are headquartered in New York City.
4. United States Senate, Committee on Commerce Hearing on Helicopter Air Service Program, March 8-11, 1965, p. 85.

February 1966

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