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[[Header]] 256|HELICOPTER AIR SERVICE PROGRAM [[/Header]]

intervening fiscal years. In Amendment No. 1 to this petition (filed on January 8, 1965) CHA set forth as follows the specific ceiling on its subsidy eligibility which it would accept for each of these intervening fiscal years:

  [[Italic]] Fiscal year|Maximum subsidy eligibility [[/Italic]]
1965.......................$800,000
1966........................775,000
1967........................750,000
1968........................700,000
1969........................400,000
1970........................200,000
1971 (and thereafter)..........None
  In this amendment No. 2 to this petition, CHA will show it can achieve self-sufficiency by the end of fiscal 1970 under the foregoing subsidy ceilings and why therefore the public convenience and necessity require that its operating authority should be made permanent (or of indefinite duration) as part of this program for elimination of its dependence on subsidy.
  5. Appendix A hereto (containing a summary of CHA's forecast for the fiscal years 1965 through 1970) shows how to economy of this carrier will improve as Chicago's air traffic continues to grow and increasing congestion at O'Hare Field in Chicago compels increased usage of Chicago's Midway Airport by the airlines serving Chicago; and also how the "turbinization" of CHA's S-58 piston helicopters will both increase its traffic and reduce its expenses. The forecast is Appendix A assumes the conversion of CHA's four S-58 helicopters to turbine power by July 1, 1966, when Midway Airport is expected to reach a substantially higher degree of utilization by the airlines. It also assumes the subsequent acquisition of two additional turbine-powered S-58's as traffic growth requires the additional capacity (see Appendices B and D hereto).
  6. As shown in Appendix D, CHA's passenger traffic is expected to increase as follows, as airline operations at Midway increase and as overall air passenger traffic at Chicago continues its rapid growth:

[[TABLE: 4 COLUMNS; 2 ROWS]]
Fiscal year|Number of CHA originating passengers|Percent of airline flights at Midway|Percent of CHA to total Chicago traffic|
1965....................|49,600|1 to 5.....|0.25
1966....................|86,100|15.........|.40
1967....................|182,900|25.........|.78
1968....................|252,800|25 to 27 1/2...|.99
1969....................|344,000|25 to 27 1/2...|1.25
1970....................|396,000|27 1/2 to 30...|1.35
[[/TABLE]]

  The 396,000 passengers estimated for CHA for fiscal 1970 are only 28 percent more than the 309,107 passengers CHA actually carried almost 5 years ago, in calendar 1960.
  The segments of the CHA operation over which this traffic will be distributed are shown in appendix D, as follows:
[[TABLE: 7 COLUMNS; 2 ROWS]]
Fiscal year|Midway-O'Hare|Meigs-O'Hare|Midway-Meigs|O'Hare-Midway-Gary|Midway-O'Hare-Winnetka|Total
1965..........|34,778|12,550|692|1,580|.....|49,600
1966..........|60,700|21,350|1,250|2,800|.....|86,100
1967..........|146,900|23,000|5,400|4,500|3,100|182,900
1968..........|207,000|25,440|7,790|6,360|6,210|252,800
1969..........|285,500|31,780|11,750|6,940|8,030|344,000
1970..........|316,750|43,420|18,100|7,960|9,770|396,000
[[/TABLE]]

  The bulk of the traffic will be interline transfers on the Midway-O'Hare segment, where CHA consistently out carried the limousines due to much faster service and intense surface congestion. The 230,274 Midway-O'Hare passengers carried by CHA in calendar 1960 were almost twice as many as the 127,569 who used the limousine service between these airports. 
  The 316,750 inter airport passengers estimated for fiscal 1970 are only 37 percent more than the 230,274 actually carried between the airports by CHA in calendar 1960.