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Aviation History
1921
1921 - 0575.PDF
AUGUST 25, 1921 base with shed, as distinct from a station with moorine mast only-proper housing accommodation in EgypTbdn! held shorter is as 2J to x. the useful V^k a^p!££dis aS fr/wTT^ bvfen made for research work in the estimatesfor both of the above periods, but the purchase of land for overseas bases has not been included. In this regardL it is™« ™*V* £ D°m™s and countries over which the routes pass might be prepared at least to grant the necessary landfree of cost in return for the privileges conferred The Committee desires to draw the particular attention of theGovernments concerned to the assistance which they can render not only m this regard, but also by assuming responability for the actual erection of mooring-mast stations Further Development 13- As stated in paragraph 3, further development has been regarded as dependent on the construction of new airships specifically designed to meet the requirements of the service In order to enable the Imperial Conference to arrive at a decision m respect of a complete scheme of Imperial commu- nications by airship the Committee have felt it necessary to consider estimates for the period ensuing on the inauguration ol the service, which will include an adequate constructional programme. In paragraph 10 it has been stated that neither the one-year period nor the two-year period can properly be regarded as complete in themselves; to reap the fullest advantage it is essential that each should be held to be but the stepping-stone to further development. Such develop- ment should convert the experimental flights towards South Africa, which will have been undertaken in the inaugural period, into a permanent regular service, and should make possible the alternative route via South Africa to Australia. Both, however, are dependent upon two things : first, upon the provision of new ships. It is estimated that 10 to 12 ships of the 4,000,000 cub. ft. type would suffice to maintain a fortnightly service from England to Egypt, India, South Africa and Australia. The first of such airships would probably cost in the neighbourhood of £"300,000. Secondly, both developments would depend upon the provision of masts and bases. Before the route to South Africa could be adequately extended to Australia it would be necessary to provide for the equipment of a permanent base in South Africa ; and before the route to Australia could be considered consolidated, it would be necessary to provide the equipment .of a permanent base in Australia" It is estimated that the additional cost of such bases, over and above the mooring- mast stations, would be in the neighbourhood of £400,000 each. In addition, it must not be overlooked that the construction of additional airships would entail the provision of additional shed accommodation at the English base, the cost of which may be estimated to involve an expenditure in the neigh- bourhood of £"500,000. In view of the above considerations, the Committee have considered estimates for the development of the service over a further period of three years. The estimated expenditure involved would be :—Capital expenditure, £^4,545,000 ; maintenance of ground organisa- tion, £"901,000 ; allowance for contingencies and unforeseen expenditure (say), £"1,500,000, to which must be added the cost of upkeep and operation of the airships themselves. This latter item would increase from £"160,000 per annum at the end of the preliminary two-year period to £"1,094,000 per annum, omitting special allowance for contingencies, by the beginning of the six-year period, when regular fortnightly services were being operated to India, South Africa and Australia. The capital expenditure includes the provision of twelve new airships. The Committee have felt it necessary to state that these figures are given with the greatest reserve. As regards the inaugural period, the extension of the route to South Africa, and the opening of the alternative routes to Australia, must entail the provision of mooring-mast stations, in addition, as already pointed out, to the ultimate provision of bases equipped with sheds. The cost of the neces- sary mooring-mast stations on the route Egypt-South Africa- Australia and back to Egypt via Cejlon, is estimated at £275>OO°- This organisation would only be sufficient to meet the requirements of demonstrational flights. Two such flights to Australia, via South Africa, would cost in the neighbourhood of £"33,000, and whilst the Committee have given everv consideration to the great educational value of such flights as a means of establishing the ultimate possi- bilities ot the service, it is for consideration whether the results achieved would be commensurate with the expense involved or such as would be ensured by a regular programmeof development. Revenue14. With the data available, and taking into consideration the natural conservatism of the general public towards theadoption of new methods of transport, the Committee consider that it is impracticable to frame any trustworthy estimatesof the revenue to be earned by the existing fleet, and the minimum organisation for which estimates have been givenin the foregoing paragraphs. With the exception of " L.71/' the existing fleet consists of ships which are not economicalfor commercial purposes, and it is obvious that the revenue ultimately to be derived from the complete service mustbe governed by the suitability of the ships in use. If, how- ever, with the existing fleet, Marseilles were to be used asa re-fuelling base, so as to obviate the necessity for carrying fuel supplies for the full journey to Egypt, " R.36 " andR.37 " would be able to carry, as a maximum load, 30 passengers and a cargo of two tons weight ; and in the latterpart of the inaugural period, at any rate, a definite revenue from such carriage may be expected. The same considerationas to re-fuelling facilities governs the estimate of revenue to be derived from flights from Egypt to India. It would benecessary, in order to obviate a large reduction in revenue, at least as regards the " R.36 " and " R.37," to provide forre-fuelling facilities at an intermediate point. In order that the fullest information may be available for the ImperialConference upon this point, the carrying capacity of individual airships is set out below. Carrying Capacity of Individual Airships Ship. Route. Maximum Load. " R36 " and " R.37 " England to Mar- 30 passengers and (2,100,000 cub. ft.) seilles and Mar- 2 tons mails or seilles to Egypt. freight. " R.36 " and " R.37 " England to Egypt No useful load." L.71 " . . . . England to Mar- 40 passengers and (2,400,000 cub. ft.) seilles and Mar 7 tons mails or seilles to Egypt. freight. " L.71 " .. .. England to Egypt 35 passengers and and Egypt to 2 tons mails or Karachi. freight.New Airship . . England to Egypt 50 passengers and (4,000,000 cub. ft.) and Egypt to 13 tons mails orKarachi. freight. • Aeroplane Services 15. With regard to their second term of reference, namelyservices by means of aeroplanes, the Committee consider that it is impracticable at present to present estimates ofvalue. The policy on which the Air Staff are working is to try and establish an Air Line of communications as far aspossible touching British points throughout the world, on the principle of linking up with direct air communication thecentre of each group of a*r stations with the next group. The Committee are of opinion accordingly that due con-sideration should be given in the selection of Imperial air routes to the service aspects, including defence, and to theassistance which the service could afford to civil transport services. They welcome the proposal to open up sections ofthe Cairo to Karachi route as necessary, and consider that civil aviation should be invited to operate these as soonas possible, and that the Government of India should be informed of the present position of the route as a whole.The Committee feel it necessary to state that beyond the general statements given above, it has not been possible inthe time available to consider and report upon the possible future developments of heavier -than-air transport. 16. In concluding the first part of their Report, the Com- :mittee feel it necessary to draw attention to the fact that the- date at present resolved upon for the closing down of theAirship Service is August 1. In submitting the above alternative estimates for its continuance, the Committeeare presenting figures which must, in the absence of an immediate decision to continue for at least the period ofone year in accordance with the first estimate above set out, be regarded as affording no data for the cost which wouldbe involved if it were subsequently decided to re-establish Imperial communications by airship. Development by Private Enterprise 17. In respect of development of Imperial communica- tions by airship by private enterprise, the Committee have to report that in response to the Government offer communi- cated to the Press on May 31, proposals for carrying on an airship service on a commercial basis have been received from Mr. A. H. Ashbolt, Mr. M. M. Greenhill and Lieut.-Com. Ballantyne, to which definite replies must be given by August 1. 575
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