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Aviation History
1923
1923 - 0134.PDF
MARCH 8, 1923 REPORT ON AERODROME FACILITIES OF LONDON BY THE C.A.A.B. THE second report of the Civil Aviation Advisory Board was published last week as a White Paper (Cmd. 1816). The C.A.A.B. consists, it will be remembered, of the Under- secretary of State for Air (Chairman), the Director of Civil Aviation, the Air Member for Supply and Research, and representatives of the G.P.O., the Accident Offices Association, the Air League of the British Empire, the Association of British Chambers of Commerce, the Federation of British Industries, the Institute of Transport, Lloyd's, the Royal Aero Club, the Royal Aeronautical Society and the Society of British Aircraft Constructors. The Secretary is Mr. Bertram of the Air Ministry. :' Following is the text of the report:— Terms of Reference.—"To consider and report upon the practicability and cost of increasing the aerodrome facilities of London, with special reference to the convenience to the business centres of the city." 1. Before proceeding to discuss the^ merits and defectsof the several possible sites that might be used as a Civil Aerodrome for London in place of the existing LondonTerminal Aerodrome at Croydon (Waddon), we desire to place on record the importance we have been forced toattach to considerations other than those of proximity to the business centres of the city to which the terms of referenceparticularly refer. 2. The size of the Aerodrome and the length of run in all directions, but particularly in a south-westerly direction, as well as the level surface of the site, are all matters of first consideration, but it is also essential that the aerodrome should be generally free from lofty obstructions within a reasonable distance of its boundary. We estimate that with the present classes of commercial aircraft the clear run should be, if possible, not less than 1,000 yards in any direction. 3. It is also of great importance, in our view, that the aerodrome should be as free as possible from the fog and mist with which all the Thames Valley is troubled. In this connection we have examined with care a map, specially prepared for the purpose, showing the range of radiation fog and smoke fog in the neighbourhood of the Metropolis. 4. As the saving in time due to the use of air transport increases in direct proportion to the length of the air journey, we are of the opinion that the average length of flight will increase. For this reason the savin), of a few minutes on the road or train journey to the aerodrome of departure for a long Continental air journey, while deserving of attention, should not be allowed to outweigh other considerations which, in, our judgment, are of greater importance, such is the safe character of the aerodrome for public civil traffic, due to its size, length of run in all directions freedom from surrounding obstructions, and, above all, its relative freedom from fog, mist and smoke during the winter months. 5. We have further discussed the advisability of recom- nend'ritj the establishment of two, possibly smaller, aero- dromes, one to be used especially for passenger traffic and the other for goods and mail services, but in the present stage of development of air transport we have discarded such a proposal as an unnecessary expenditure of money both in initial outlay and in maintenance cost for overhead charges and ground staff, although the advantages in having an alternative aerodrome available for arrival or departure under bad local atmospheric conditions have not been overlooked by us. 6. Some of us have also taken the opportunity of con- sidering the problem from the air during a flight round Letidon, when it was possible to see the alternative sites referred to fielow and also the proposed extension of the Croydon Aerodrome. 7. In our deliberations we have divided the possible alternative proposals into four main groups :— (a) The improvement of the existing London Terminal Aerodrome at Croydon (Waddon). (6) The transference of the London Terminal Aerodrome to one of the other existing aerodromes near London. (c) The purchase and development of a new site. (d) The roofing over of a large railway terminus in London for use as an aerodrome. 8. In the presentation of our report we prefer to consider e three latter groups of proposals first, reserving for final nsideration the improvement of the Croydon Aerodrome. '>• The aerodromes near London, other than Croydon, iiat we have considered are Cricklewood and Hendon. Writh regard to the former we do not think that it would be suitable for heavy traffic. It would in any case require a Considerable sum spent on levelling if used as a public aerodrome on account of an up-hill " take-off " in one direc- tion ; so long, however, as it remains a privately-owned aerodrome it can be regarded as a very valuable auxiliary aerodrome for use in case of emergency. The Hendon Aerodrome is more .suitable for the purpose that we have in view, and the atmospheric conditions in the neighbourhood are fairly good. In the near future the communications will be materially improved, and should provide quick and cheap access from the centre of London. The cost of acquiring the aerodrome is-, it is understood, not likely to be prohibitive. We do not, however, anticipate that it will be built over in the immediate future, and therefore we feel that, although we do not recommend its acquisition, it can be regarded as a reserve aerodrome that will still be available during the next few years. 10. Of the twelve alternative new sites which we have considered as possibly suitable for use as an aerodrome, the two which appeared to us as requiring special consideration were the Gunnersbury Park and Wormwood Scrubs sites. The former has excellent, communications and is within about 30 minutes by road of Charing Cross ; these com- munications will be further improved when the scheme of arterial roads has been carried out, as the new Great West Road will adjoin the site on one boundary and the proposed North Circular Road will run along another side. The preparation of the site, which is about 200 acres in extent and nearly level, or, with the purchase of additional land south of the park, about 230 acres, would involve the removal of a large number of trees, the filling up of a pond, and the levelling of a small ridge in the middle of the park. This work might be carried out in conjunction with the road development or as part of a labour scheme of work for the unemployed. The cost of the necessary buildings would, we estimate, be approximately ^350,000, and, with the purchase of the land, the scheme would cost about half-a- million pounds in capital expenditure. The site has much in its favour, but its most serious disadvantage is its proximity to the river, and consequently its tendency to be affected by river mist. We desire to submit that the purchase of this site might be a valuable asset in the future, and in the event of its not being required as an aerodrome no loss is likely to be sustained on the purchase value of the land. Wormwood Scrubs is War Office property administered by the London County Council under the Wormwood Scrubs Act of 1879, and it is largely used as playing fields and for military purposes. If by Act of Parliament arrangements could be made for its use as a London Terminal Aerodrome, it is estimated that the preparation of the site and the erection of buildings would cost about ^350,000, to which some£l20,000 should be added for the purchase of alternative playing fields, which need not necessarily be all in the same district. The site is rather small, and adjoining land might be difficult and would be expensive to acquire. 11. We have noted with interest, as a possible solution of the problem, proposals which have been brought before us for roofing over one of the large London railway termini, but the length of run so provided would, with the existing type of aircraft, be insufficient, while the cost would be prohibitive. We do not, however, wish to imply that this solution, which would have many advantages, may not eventually be the one most suitable to adopt at some future date. 12. With regard to the proposal to improve the existing aerodrome at Croydon and to increase the area available, the site is about 12 miles from Charing Cross, and is approxi- mately 100 acres in extent, measuring about 800 yards by 750 yards. It is bounded on the west by Plough Lane, which separates the Waddon Aerodrome from what used to be the Beddington Aerodrome. The sheds on a portion of the latter have been retained and the W/T mast and buildings have been erected on the land west of Plough Lane, the two sites being connected by a level crossing across which aircraft can, when necessary, be taxied. The farm buildings and some of the land on the south of the aerodrome; though Air Council property, are let on a short lease. 13. The Waddon factory at the north-east corner of the aerodrome is in occupation by the Aircraft Disposal Co. It was at one time, we understand, proposed that the aero- drome should be resited, and the administrative centre of the aerodrome, the companies' offices and shed accommo- dation transferred from their present position to the neigh- bourhood of the factory, but we do not now recommend 134
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