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Aviation History
1920
1920 - 1032.PDF
Even if commercial aviation is not a very European narcjy growth in this country, we can Transport a* leas* derive a little consolation from the reflection that it is in no small measure due o British enterprise in pioneering the first regular services between London and Paris that the attention of Europe was focussed upon the new transport. In all, the air routes o the Continent cover at present some 6,000 miles, over which com- mercial services are actually being operated. Of projected routes, which will come into use very shortly, there are 7,000 miles. Before long, therefore, aircraft will be flying commercially along 13,000 miles of regular routes. Within the next few months it is confidently believed that there will be in opera- tion a really commercial day and night service from London, right across Europe, to Constantinople, enabling the traveller to leave London in the evening and to dine in the Turkish capital next day. Next spring it will be possible to make the journey from London to Berlin in the day. Copenhagen will also be brought within the scope of the day's journey. No matter to what country we turn for our examples, we find that all, even those which have been regarded as the most backward among the European nations, are giving close attention to the new transport, and are making plans either for internal services or for linking up with their neighbouring States. Only in England does commercial aviation seem to lag, and then only for the reason that the Government of this country has no aerial policy. We can only reiterate the hope that the discussions which are to take place at the Air Conference, in a fortnight's time, will bring these facts into the full light of day, and serve to impress upon the authorities concerned the vital importance of at once laying down the foundations of* a sound and progressive policy of encouragement. Once again we must repeat that we are not pleading for the bolstering up of an industry which is incapable of helping itself. That is very far from being the case. The proper development of aerial navigation is so indissolubly bound up with the future of the Empire and its very existence that, in its proper perspective, it is almost the most pressing and important problem with, which our statesmen are confronted at the moment—outside coal and Ireland. TheAerial Reporter The honour of being the first newspaper in the world to possess an aeroplane of ^s own f°r use ^Y **s news-gathering staff has fallen to the Baltimore Evening Sun. From the very early days of aviation the Sun has been remarkable for its enterprise in connection with the new transport. As far back as 1910 it offered a prize for the first flight over the city of Baltimore, which was won by Hubert Latham. The Sun is not the first journal to make use of the aeroplane in the ordinary course of journalistic work. Certain British newspapers could tell a great many stories of how aircraft has helped to get news to the public with the minimum of delay, while it is now a commonplace that they have been very largely employed in the distribution of the news- sheet, especially in such circumstances as follow on widespread transport strikes. The enterprise of the Daily Mail during the railway strikes in France and England is too fresh in the memory to require more than a passing reference. But hitherto no journal has thought it necessary to acquire aircraft of its own, nor do we suppose the need will be felt in this SEPTEMBER 30, 1920 country for a very long time to come, certainly so far as concerns the every-day work of its reportorial staff. Conditions in America are different. Dis- tances are much greater and roads very much more indifferent than here, so that it is quite possible to imagine a set of circumstances which would render the aeroplane the one and only vehicle of transport that would enable a journal to adequately " cover " an event occurring in some remote part of the country. The Sun has set the example and we may look forward to the time, in the near future, when every one of the great American newspapers will own its own fleet of aircraft for general utility purposes just as it now owns a fleet of cars and lorries. The management of the Sun _ is entitled to congratulations for being first to realise this and to act upon the realisation. <w » • -<;/, •_. For twelve months or more there hasG< BidJfor'S been endless discussion about the future < Supremacy °f ^rie big rigid airships which were built for British service during the War. From time to time rumours have been current to the effect that powerful groups associated with the ship- owning and armament interests were to purchase these craft on favourable terms from the Government and would operate them on long-distance overseas services. Then we heard that the negotiations • had been called off and later that they were on again. The fact seems to be that nobody is particularly interested in what becomes of these craft. The Government, as we have said in another connection, has no policy. The Post Office is at best only luke- warm so far as the carriage of mails by air is concerned, while the people who-will have to find the money to develop aerial services are scarcely likely to sacrifice time or money for an indeterminate enterprise. In contrast with what is being done—or intended to be done—in Germany this is indeed a bad showing. According to the latest reports a huge enterprise is on the way, financed by German and American money, for carrying on regular airship services across the Atlantic, in combination with certain of the great German maritime companies. Not the least galling feature of the matter is that it is proposed that these services shall actually make London a stopping place en route / After all that has passed, and more particularly in view of the claim that has been made that in the technique of the airship we have overtaken and actually passed the German constructors, that a German service should actually contemplate a port of call in England is the last word. Apart from these airship projects, there is no doubt that Germany intends to make a strong bid for the supremacy of the air. Whether it be true or not that she looks to the air for her revenge for her defeat in the last War is more or less beside the point for the moment. Even if she does, it must be years before she can accumulate the necessary strength to enable her to make a bid for that revenge with any prospect of success. The graver issue in the meantime is the commercial prestige which must accrue to the Power that is foremost in aerial develop- ment. It needs very little imagination to visualise the effect that will be produced in America—and even in this country—by the arrival of the first airship liner in regular service, followed periodically by others in succession. Once more, when will the British Government announce a concrete aerial policy, or, alternatively, confess that it has none and is incapable of formulating one ? 1034
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