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Aviation History
1973
1973 - 0076.PDF
48 AIR TRANSPORT FLIGHT International, II January 1973 Right and opposite, indications of scheduled traffic growth since the 1960s, as recently published by Icao. The term "billion" equates to a thousand million. The 1972 figures are estimates FREIGHT AND MAIL TONNE- KILOMETRES PERFORMED * I I Mail ES3 Freight 1965 66 67 68 69 70 71 1972 1965 66 67 69 70 71 1972 HEALTHY TRAFFIC GROWTH ESTIMATED scheduled traffic figures for 1972, issued by Icao recently and covering its 124 member states (therefore excluding data for China), show a growth rate of about 13 per cent to 14 per cent over 1971 totals. Traffic in 1972 is estimated to have reached about 68,800 million tonne-km (47,120 million ton-miles)—some 14 per cent higher than that for 1971. Passenger-km flown during 1972 totalled 651,000 million (349,000 million passenger-miles), which is 13 per cent higher than that for 1971. The Ioao statistics confirm the general upswing in traffic, which has been evident throughout 1972, and they contrast markedly with those for 1971, which had a passenger-km growth rate of only 7 per cent (the lowest since 1958). The Icao figures, however, are starting to become less useful as a measure of the growth of air transport because of the rapid rise in non-scheduled traffic, for which the organisa tion does not provide detailed statistics. LOCKHEED MARKET FORECAST THE latest Lockheed market-research results show a need for 600 wide-body twins by 1980 (100 fewer than one of the company's previous estimates) and for 900 by 1983. Lockheed estimates that the passenger-mile growth rate up to 1980 will average 10 • 6 per cent on scheduled services, rising to 650,000 million in that year. Non-scheduled r.p.m.s are likely to rise from the present 60,000 million to 210,000 million by 1980 and to 315,000 million by 1983, Lockheed forecasts. The company sees the biggest market as that for 250-seat wide-bodied aircraft and for 200-seaters, as replacements for current 90- to 150-passenger aircraft, according to Aviation Daily. SEABOARD 747s? AN increasing emphasis on point-to-point operations will characterise 1973 for Seaboard World. Side-by-side with this "gateway concept" of freight being channelled only through main terminals comes a move towards wide-bodied jets to replace the company's DC-8s. Both the Boeing 747 and intercontinental DC-10 have been studied as possi bilities. While the latter type would impose fewer logistic problems for an operator already using McDonnell Douglas equipment, the fuselage is just 2in too narrow to take two 88inX125in pallets. It looks, therefore, as though Sea board's choice is likely to be the Boeing 747F with 50,0001b 222kN-thrust engines, able to operate non-stop from Frank furt or London to New York with a full payload. An initial order for one non-convertible freighter may already have been decided upon and could be announced shortly; this aircraft would start operating in 1974. At present the air line's main equipment consists of 11 DC-8-63s, two of which are on lease to Loftleidir; Seaboard World also operates two DC-8-55s (one of which is leased to Loftleidir) and itself leases two -54s. Seaboard has just completed its first full financial year (January-December) as a non-Iata operator, having left the association in 1971, and for the first ten months of 1972 showed a net profit of $4-26 million, compared with $3-56 million for the corresponding period of 1971. Leaving lata has therefore not had an adverse effect financially, and Seaboard has found that being outside leads to a greater respect from other airlines. Also, while remaining a mem ber of the lata clearing house, the company is freed from the inevitable delays in implementing decisions caused by the association's unanimity rule. Since leaving lata Seaboard has lodged its tariff rates with the CAB and has negotiated with corresponding government agencies in other countries. In negotiating rates its policy is to give inducements for unit loads as well as encouraging a "main gateway" concept, because of increased handling costs. From December 1 all handling at Prestwick is being contracted out, Seaboard only employ ing one liaison officer there. As one of the company's executives put it to Flight recently: "Because of high landing fees, the days when you could stop an aircraft for a 5,0001b load are over. But 40,0001b of freight on or off— that's a viable proposition." Saudia Arabia plans to build 12 airports in the next five years at a cost of nearly £70 million. South African Airways traffic to London has increased by 40 per cent since the 747 was introduced on the route. Aeroflot traffic reached record proportions in 1972, with 82 million passengers carried, compared with 78 million in 1971. Alitalia has appointed Mr Umberto Nordio as general manager—a position temporarily filled*by Mr Cesare Romiti, who will continue to serve as managing director above Mr Nordio. One of Seaboard World's DC-8 freighters taking on a palletised load at Kennedy International, New York
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