AIRCOACH FLIGHT CAN BE NOT ONLY FASTER BUT ACTUALLY CHEAPER THAN GROUND TRAVEL 79.85 55 7.99 14.00 23.00 124.84 87.84 158.85 8-10 15.89 INCLUDED 5.00 179.74 55 HOURS 141.52 16.00 23.00 194.67 -8 DOMESTIC AIR CARGO-MILLION TON-MILES SOURCE: US CIVIL AERONAUTICS ADMINISTRATION STATISTICAL HANDBOOK THE AIR CARGO STORY CARGO CONCEPTS, as in the case of passengers, long were dominated by high rates and low volume rather than low rates for mass use. Till after World War II, the scheduled lines flew a little express with the mail, along the corridor behind the pilot. They charged as much to fly 150 pounds coast to coast as for a 150-pound man with baggage, seat, and meals. Express has only doubled since the war. Air cargo as a whole grew tenfold in 5 years. Despite the world-wide airlift lessons of war, the grandfather lines were in no hurry to go beyond express. But scores of independents were eager to fly anything anywhere-anything from horses and cows to dresses and flowers. They carried not just packages, but planeload shipments at planeload rates. In 1949, CAB gave all-cargo certificates to 5 independents so they could offer scheduled service. But it was hard to make a living by cargo alone. Cargo volume of these lines has dropped in recent years. Non-certificated cargo has been limited by the ban on regularity. Cargo on the scheduled carriers, though a sideline, has increased year to year, with the backing of sales forces supported by passenger and mail pay. But total domestic cargo declined last year. For future expansion of airlift capacity, vital in war and a dynamic aid to peacetime progress, more independent innovations are needed. Combined passenger and cargo operations can pay where cargo can not. ACTA's Air Exchange will provide a flexible system of attracting shippers and finding return loads when one-way flights are sold. Flight can be made more economical by military development and lease of cargo-type aircraft to be maintained at private expense as a reserve. MILITARY AIRLIFT LED BY INDEPENDENTS Military traffic of the independents has been growing because it is not limited as in the case of civilian traffic. The lid was lifted for the Korean emergency and kept off because the armed forces thus save time and money. Troop movements by plane load charter are won by competitive bids between scheduled and non-scheduled airlines and ground carriers. In the past 4 years, ACTA "CAM's" (Commercial Air Movements) saved the Defense Department over 20 million dollars, counting the difference from military rail rates plus the value of men's time saved by faster transit. The above chart shows trends in Army CAM's. The Army is the biggest source of CAM traffic. The other services also participate. Note how the total by "large irregulars" (predominantly ACTA members) and "Part 45" charter carriers exceeds scheduled lines. This is because the scheduled airlines, though larger, are primarily engaged in their route services. They put planes into the CAM's when not needed elsewhere. But most independent lines give priority to military work. A single movement may use as many as 40 aircraft. In Britain, "air trooping" likewise goes mainly to independent lines. U. S. empty ferrying mileage is minimized by bidding planes nearest to the take-off point. Still greater economies can be realized if ACTA's Air Exchange is approved, to generate more return loads. Beyond the CAM work, independent lines are engaged in large military contracts for passengers and cargo. Still larger utilization is in prospect. Greater economy will result. |