FlightGlobal.com
Home
Premium
Archive
Video
Images
Forum
Atlas
Blogs
Jobs
Shop
RSS
Email Newsletters
You are in:
Home
Aviation History
1957
1957 - 1774.PDF
864 FLIGHT 6OO = 5OO a 2 l- 3 I a.O TOTAL BRITISHAIR TRANSPORT 4OO 3OO 2OO O IOO Trend -"TOTAL BRITISH INDEPENDENTS '_ AIR TRANSPORT Lzhedu/ed proportion 1952-53 1953-54 1954-55 2OO TOTAL BRITISHINDEPENDENT AIR TRANSPORT 1952-53 1953-54 1954-55 \ 1955-56INCLUSIVE TOURS Fig. 1, left, shows the private-enterprise share of the total British air transport effort. Fig. 2, right, shows how that share has been broken down into the various forms of business. The trend is a declining private-enterprise contribution to British air transport. Cinderella Airlines By J. M. RAMSDEN A Review of Britain's Independent Air Transport Industry INDEPENDENTS' U.K. DOMESTIC SCHEDULED ROUTE NETWORK Although geographically extensive, the independents' U.K. network is not commercially intensive. By comparison, B.E.A.'s domestic network is nearly 17 times more intensively flown. Comparative loads per route-mile (1956-1957) were: B.E.A., 8J16 tons; independents, 496 tons. Heavy full lines indicate five-year approval; light full lines indicate less than five-year approval; broken lines indicate vehicle iertiet. (The same annotation applies to the maps on the opposite pages.) NEXT week the British Independent Air Transport Association will publish its report for 1956-1957. Last year no report was issued, as there was little new to report. Are prospects any brighter, or will the keynote of next week's report, as in other years, be "frustration"? THERE are about 20 members of the British IndependentAir Transport Association, and in the past few years theyhave accounted for about 30 per cent of the total ton-mile production of the nation's air transport industry.* As everyone knows, in 1952 the independents were given aso-called new deal by the new Conservative Government. The independents had grown up from their early post-war charterstatus, just as the Corporations—starting from virtually nothing —had achieved a position of strength in the international field.It was felt that some of the more restrictive terms of the 1946 Civil Aviation Act could be eased to give the independents abigger share of the business without undermining the Corporations. Briefly, the independents' new opportunities were: (1) theoperation of U.K. domestic routes which would not "materially" divert traffic from B.E.A.; (2) the operation of internationalscheduled services on routes not operated by the Corporations, or to similar traffic areas; (3) the operation of Colonial coach-classservices along any route (including Corporation routes), pro- vided the service offered was of a lower class than normalscheduled services with respect to fares, stage lengths, passenger amenities and type of aircraft (the latter restriction was removedin June 1957); (4) the operation of inclusive tour or package- holiday services, provided that such services did not "materially"divert traffic from the Corporations; (5) the operation on any route of vehicle ferry services, which could also carry a limited num-ber of incidental passengers; (6) the operation of any route from which a Corporation had^withdrawn for other than temporaryor seasonal reasons; and (7) the operation on any route of helicopter services. After five years, how is the 1952 new deal working out? Jsthe nation, to use the slogan of that time, getting the best air * The following companies are not members of B.I.A.T.A. and thetrcombined results have accounted for a further two or three per ce-' "/ the independents' ton-milt production; Don Everall, East Anglian F. "<*$Services, Independent AW Transport, Orion Airways, Starways.
Sign up to
Flight Digital Magazine
Flight Print Magazine
Airline Business Magazine
E-newsletters
RSS
Events
