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HELICOPTER AIR SERVICE PROGRAM 469

As there are no vertical-lift aircraft now flying in intercity service, it is necessary to assume characteristics of a future aircraft. Looking at possibilities inherent in commercial configurations of military transport aircraft, we can visualize operations within the next few years of an aircraft which would operate, on a 50 mile hop with a block-to-clock speed of 160 miles per hour and direct seat mile costs of 4.5 cents. At a passenger load factor of 55 per cent, an indirect/direct expense relationship of 1:1 and an operating ratio of 90 per cent, the round trip fare would be $19. The block time would be 19 minutes in one direction.

Although travel times and fares of surface modes vary substantially by location, we have selected the following for purposes of illustration. Distances are in terms of straight-line air miles so that surface times and costs reflect circuity. Speeds used are based upon a sample of 77 city-pairs in various cities. As they reflect some multi-stop rail and bus operations, they undoubtedly understate intercity speeds by busses and autos on express highways. Average speeds used were: rail and auto, 29 mph and bus 28 mph.1 Nonstop travel could result in speeds of at least 50 per cent greater. It is assumed that local transportation costs are comparable; this means a downtown location for the heliport. Auto costs assume single occupancy and a cost of six cents per mile. As has been explained previously there may be considerable variation above and below the figure depending upon trade-in cycles, the manner in which the owner regarded costs and the number of occupants per car.

[[3 Columned Table]]
|   | Round Trip City-Center to City Center 50 Miles Air Distance One Way |
|   | ------ |
|   | Elapsed Time* (hours) | Fare |
|   | --- | --- |
| Bus | 3.6 | $5.00 |
| Rail Coach | 3.4 | 5.50 |
| Private Auto | 3.4 | 7.50 |
| VTOl Aircraft | 0.6 | 19.00 |

* Travel time only.

The VTOL aircraft operations under the assumptions stated above would cost the air passenger considerably more than surface travel. If there were more than one occupant per private auto, the fare differential would be even greater between the air fare and surface costs. This illustrates why VTOL aircraft are unlikely to obtain any appreciable penetration of the personal travel market in the period under study.

However, when the costs of travel by VTOL aircraft are related to time savings on a downtown-to-downtown basis, they do not appear unreasonably high, compared with the value of time of people traveling for business reasons. The additional costs per hour saved by VTOL travel over surface travel are close to the $6.60 average hourly earnings of present airline passengers, even assuming on average speed of 45 miles per hour over a straight-line air distance of 45 miles.

[[3 Columned Table]]
|   | VTOL Time Savings (hours) | Cost Per Hour Saved by VTOL |
|   | --- | --- |
|   | (A) (B) | (A) (B) |
| As compared with: |   |   |
| Bus | 3.0-2.1 | $4.67-$6.67 |
| Rail | 2.8-2.1 | 4.82- 6.43 |
| Private Auto | 2.8-2.1 | 4.11- 5.48 |

(A) Assuming average speeds over straight-line air distance of 29 mph for rail and auto and 28 mph for bus.
(B) Assuming an average speed of 45 mph.

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1 It is easy to imagine surface speeds over certain segments well in excess of those used in the illustration, particularly over segments of new throughways. It must be noted, however, that some allowance must be made for street traffic and en route stops. Similarly, in the case of rail travel, there are segments where speed is considerable greater than the average shown. Over these segments the VTOL time differential would be less than that shown below. Looking to the future, it is possible that very high-speed rail travel (such as is now being investigated by the Department of Commerce in the Washington-Boston Corridor Transportation Study) may be available in certain areas. Even if this is considered feasible, it is unlikely that it would become available within the next 10 to 15 years.

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