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Aviation History
1954
1954 - 1503.PDF
664 FLIGHT Air Commerce .. • mile. This rate was determined by the Universal Postal Union in 1952. The rate was previously 50 per cent higher, and the U.P.U.'s action in reducing it brought loud but unavailing protests from the airlines. Whether a propor tionate decrease in postal charges has been passed on to the public is doubtful. There are unlikely to be large annual increases in first-class mail traffic, since the present total already represents about two-thirds of present traffic. How ever, attempts will no doubt be made to increase loads of second-class mail and parcel post, and of newspapers (for which U.P.U. rates are 4s 4d and 3s 6d per ton-mile respectively). Most governments tend to assist their own airlines by restricting the amount of national mail traffic awarded to foreign carriers. This is an understandable policy, but it has the unfortunate overall effect of producing heavy one-way loads and empty mail compartments in the reverse direction. Freight. Even though freight rates are relatively low the airlines have not yet succeeded in attracting more than a trickle of cargo traffic—by comparison with the flow of pas sengers. And despite the optimistic predictions of recent years, freight traffic has not expanded in proportion to the overall growth of air transport. Last year passenger-mileage increased by 16 per cent, whereas cargo ton-mileage went up by only 7 per cent; 1952 saw a 15 per cent increase in passenger traffic, but only a 6 per cent gain for freight. The great majority of air cargo is carried as make-weight in passenger aircraft, and the era of mass air-freighting will dawn only when genuine cargo aircraft become available. Most DC-3s today carry up to 30 passengers in four-abreast seating, as in this 8.K.S. Air Transport version. The East African Airways Dakota (below), modified to carry H.M. the Queen last month, recalls the luxurious form in which the original DC-3 appeared in the 1930s. The best results have been achieved so far by American all- freight airlines—notably Slick and the Flying Tiger Line— using war-surplus Commandos. Two big scheduled carriers, American Airlines and K.L.M., have achieved excellent results with Douglas DC-6A Liftmasters, adapted from the DC-6 pas senger airliner for freight work. Among non-scheduled companies, the outstanding cargo carrier is Seaboard and Western Airlines, who estimate7 that there is a potential transatlantic market of 8,000 tons annually for the five Super Constellations (cargo version) which they have on order. Last January it was announced that Seaboard had been recommended for a five-year licence to operate scheduled all-freight services across the North Atlantic. This recom mendation awaits the final approval of the C.A.B. and of President Eisenhower. Airwork, Ltd., a well-known British independent company, now holds all the necessary per mits for such a service but has not yet begun operations. Meanwhile, the only all-freight flights across the North Atlantic conducted at present are those of K.L.M. and P.A.A., with DC-6As, and T.W.A. (DC-4s). Total annual air-freight traffic on the North Atlantic route, including loads carried by normal passenger services, is esti mated as 10,000 tons. It is further estimated that a new rate structure, based on the ton-mile costs of such aircraft as the DC-6A and Super Constellation freighter, would at once attract an extra 20,000 tons. On shorter routes, the unique Bristol Freighter has proved the advantages which a specialized cargo aircraft can offer. Had operators assessed the post-war market with greater accuracy it is probable that a better selection of cargo aircraft would be available by now. Even in America, the land of mass-produced air transport, only about one ton of freight in 360 moves by air.8 The largest annual uplift is by American Airlines, who flew 52m cargo ton-miles last year, followed by Slick (46m) and Flying Tiger (38m). These two independent (non-subsidized) carriers, incidentally, are in the process of merging—a union which will result in the largest air-cargo fleet in the world : 43 Commandos, four DC-4s and three DC-6As. It has been said9 that the average cost of ocean freight is around £10 per ton, compared with £500-£l,500 per ton for long-distance air freight. However approximate these figures may be, they provide a background against which the real potentialities of air freight may be assessed. The advantages of the air freighting method are based mainly, but not exclusively, on saving of transit time. They include lighter packing; the almost complete elimination of pilferage risks; lower insurance; reduction of capital tied up in overseas stocks, since deliveries can be made by air within a few days to any part of the world; and the ability, under special circumstances, to move equipment and supplies to isolated areas without building roads or railways. Small and valuable goods—bullion, drugs and optical equipment are favourite examples—clearly constitute the largest market for air freighting. At the same time, there are isolated examples of large and bulky objects which are moved by air regardless of cost, such as engine parts or propeller shafts for ships—and, of course, spare components for aircraft stranded on a long-haul route.
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