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Aviation History
1922
1922 - 0395.PDF
JULY 13, 1922 A BERLIN-VIENNA-ROME AIRSHIP PROPOSAL AN important proposal has been placed by Commander F. L. M. Boothby, R.N. (retired), before the Air Ministry for running an experimental airship service between (a) Lon don and Berlin, and subsequently (b) to Vienna, Rome, Constantinople and Russia. The details given by Commander Boothby are much on the conservative side, and the proposition bears with it such far reaching results that it is to be hoped the Government will give it the most favourable consideration, having regard to the very small, comparatively, financial risk which would be run, relatively to the possible advantages to be obtained imperially through its exploitation. Here are the particulars of the proposals of Commander Boothby, and, incidentally, we may say that the German Government have offered to supply an airship of the Parseval type by way of an item in the reparation proposals for the destroyed Zeppelins. 1. A preliminary airship service to Berlin will be in augurated, calling at Amsterdam, if the traffic warrants it, to obtain full data as to cost of jrunning, etc. 2. An extension of the service to Vienna and Rome, the extra capital that the experience on the preliminary service shows to be necessary being obtained by the formation of a public company. 3. An extension of the service to Constantinople and Russia. It is proposed to utilise airships of about 31 tons displace ment, with a useful lift of 18 tons, which will be disposed as follows :—-Crew, 2 tons ; passengers, 8 tons ; mails, parcels, 2 tons ; fuel, 3 tons ; ballast, 3 tons. The maximum horse-power will be 1,300. An option to obtain the sole right of building Parseval airships in the British Empire has been obtained by me. The directors and designers of both companies have been interviewed, and the question of obtaining the maximum degree of safety in commercial airships has been discussed. It is generally agreed that the following modifications to standard design can be made with advantage, and British insurance companies are prepared to quote lower rates if they are adopted. 1. The fuel can be removed from the keel and carried on the side of the ship in flexible tanks, which cannot overflow, and any fuel leaking will drop clear of all cars. 2. Use a fuel of a paraffin nature. 3. Place a layer of inert gas between the cars and the hydrogen. 4. Abolish all electric leads outside the cars, each car generating its own electricity supply. It is also proposed to utilise hydrogen as fuel, and the necessary patents for the purpose can be obtained. This will considerably increase the efficiency of the airships, but full allowance is not made for this, pending actual tests of the system in commercial service. A British firm of engine makers expect to be able to supply an engine that can be swivelled through 90 degrees. This, in conjunction with a reversible propeller will allow the ship to be driven up and down as well as ahead and astern, so providing the equivalent of 6,ooo pounds of ballast, always available while the fuel lasts. This should considerably facilitate the handling of the ship in thick weather. It is hoped by the methods above indicated to make the airship a reasonably safe method of travel. Subsidy. The continental airship service could be inaugurated if the Air Ministry were prepared to guarantee the same subsidy and facilities as are now granted to aeroplanes running on the London-Paris route for a number of years, making due allowance for the increased distance to be flown. As in the case of aeroplanes, the Air Ministry would assist in the provision of the fleet. A syndicate with a capital of £80,000 will be formed, who will erect mooring-masts near London and Berlin, and provide the running expenses of two airships for one year. The Air Ministry will arrange for the supply of one 31-ton Parseval airship and one 31-ton Zeppelin airship of the Bodensee type instead of the 75-ton Zeppelin due for repara tions. It has been ascertained that the German firms are quite willing to build these ships. British engines can be fitted if desired. These two airships would then be run by the syndicate on the London-Berlin route, to ascertain which type is the more suitable for this work, and the actual cost of running, profits, etc. After a year's experience a company would be formed to extend the service to Vienna and Rome, the neces sary airships of the selected type being built in England. The Air Ministry to place Kingsnorth Airship Station at the disposal of the company for constructional and repair work at a rent equivalent to 5 per cent, on the capital value of the station. The company would undertake to man the airship with men who would be available for service in case of war, and to hold all its ships at the disposal of the Govern ment for war purposes. In return, the company would have the exclusive right of carrying mails by air to the countries served by it. The appendix gives an estimate of the cost of the preliminary service, and also of the maximum profits which might possibly be made and of those that might be reasonably expected. No estimate is given as to the capital which would eventually' be required, as this would depend on the result of the first year's working. Appendix Capital Expenditure. £ Two mooring masts at £15,000 .*, . . .. 30,000 Motor transport . . . . . . . . . . 5,000 Hire of Kingsnorth ,. .. .. . . 7,500 Offices, etc... .. .. .. .. .. 5,000 Working capital .. .. .. .. .. 32,500 Total Standing Charges. Insurance of ships at 10 per cent. Depreciation of ships at £20,000 . . .. "• Depreciation of masts at 10 per cent. Total Running Costs. Four crews at £10,000 Petrol at 2s. per gallon, running 20 hours per day, 300 days at 1,000 h.p., using 4 lbs. per h.p. Gas at 4s. per 1,000 cubic ft. to balance petrol plus 50 per cent. Bases Repairs, spares, etc. Agents' fees and advertisements, etc. Total Standing charges Total running costs .. 80,000 £ 10,000 20,000 3,000 £33.000 £ 40,000 34,285 10,286 25,000 20,000 10,000 £139,571 £33,000 £172.571 Revenue. Assuming London to Berlin to be 2-5 times the distance of London-Paris, the subsidies payable would be as follows :— Each passenger . . .. . . . . .. £7 10s. od. Parcels . . .. i\d. per lb., or £70 per ton. 25 per cent, of gross takings. The single fare is estimated at £10. Possible profits, assuming a full load and 300 flying days. if 100 passengers per day for 30 days at £10 .. 300,000 Four tons of goods at 25. per lb. . . .. 268,800 Subsidy on passengers . . . . . . . . 225,000 Subsidy on goods . . .. . . .. .. 84,000 25 per cent, gross takings .. .. .. 142,200 Total .. Running expenses £1,020,000 £i72,57i Profit £847,429 Probable profits assuming 25 per cent, full load and 250flying days. £ 62,500 56,000 46,875 17,500 29,625 £212,500 £172,571 £39,929 It is realised that there must be a limit to the amount of subsidy it is possible to earn. The estimate for possible profits is principally given to show that the airship service can run without assistance once a reasonably full load can be secured. Several years' running will probably be necessary to secure this, it being first necessary to prove that travel by airship is both safe and comfortable. Passengers 25 per day at £10 One ton of goods at 2s. per lb. for 250 days Subsidy on passengers Subsidy on goods 25 per cent, gross takings Total .. Running costs Profit
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