DOMINION AIR SERVICES

Press, Volume LXXI, Issue 21391, 6 February 1935, Page 10

DOMINION AIR SERVICES

APPLICATIONS TO BOARD SHIPPING COMPANY SEEKS LICENSE EVIDENCE OF MANAGING DIRECTOR [THE PRESS Special Service.]

WELLINGTON, February 5. Four companies have applied to the Transport Co-ordination Board for licenses to conduct air services over long routes in New Zealand. The applications are being heard together. Further applications, covering branch routes, will be heard by the board later. The applications are being considered by Sir Stephen Allen (chairman) and Messrs H. B. S. Johnstone and Lisle Alderton. Applications were made by the Union Steam Ship Company of New Zealand, Ltd., for and on behalf 01 National Airways of New Zealand, Ltd (Wellington), for a trunk route between Palmerston North and Dunedin, with calls at Blenheim and Christchurch; by S. E. Nielsen, for and on behalf of New Zealand Anlines, Ltd. (New Plymouth), for a service between AucKland and Invercargill; by T. S. Withers, for and on behalf of Dominion Airways, Ltd. (Auckland), for services between Auckland and Dunedin, by way of New Plymouth, and Auckland and Nelson, by way of the East Coast, with calls at Rotorua, Gisborne, Hastings, Wanganui, Palmerston North, Blenheim, Christchurch, and Timaru, in addition to the other centres mentioned; and by New Zealand Airways, Ltd. (Dunedin), for services as follows: (a) Auckland to Invercargill, (b) Wellington-Hoki-tika-Cromwell, (c) Timaru-Crom-well-Dunedin, (d) InvercargillStewart Island, (e) Auckland-Wha-ngarei, and (f) an air-taxi service.

Union Company's Plans When the first application was called Mr C. G. White, who represented the Union Steam Ship Company, put the managing director of the company (Mr N. S. Falla) in the box to give evidence regarding the company's proposals. Mr Falla said that the prospect' of the company entering the aviation field dated back to 1913, when the company was reformed. The company had had the advice of experts, including Squadron Leader M. C. McGregor, who would be in the service of the company if a license were granted. Air services in New Zealand would have to be developed, and the company was aiming at a short, strong trunk, which could be served by branches. Mr Falla estimated that the cost of a short trunk service, with good machines, radio beacons, and ground equipment, would be approximately £ 100,000. The service would co-ordinate with the overnight train from Auckland to Palmernton North, and Palmerston North could also be fed from Taranaki and the East Coast. The short trunk gave ample opportunity for other companies to arrange feeder services, and would be of value to the progress of aviation throughout New Zealand as a whole. If a license were granted an expert would go straight to England to secure machines, and the service would be inaugurated without delay. British Machines Proposed The chairman: You propose to use British machines? Mr Falla said that the machines had not been deI finitely decided on, but that it was proposed that they should be British, that they should have more I than one engine and ample reserve of power. Machines carrying from eight to 10 passengers were proposed. In reply to Mr W. J. Sim, representing the Mount Cook Motor Company, he said that the trunk line proposed could be fed by air taxis from Mount Cook. The company did not propose to call at Wellington. Mr Falla said that the Wellington connexion to the south would be by feeder to Blenheim. Mr S. E. Nielsen: What is your reason for omitting Wellington? Mr Falla: We would avoid the risks of the weather at Rongotai. Mr Nielsen: If Rongotai were improved would you consider calling there? Mr Falla: We think the best way to travel by air from Wellington is to slip over to Blenheim and join the trunk line there. Possible Subsidy Mr Falla said that at a later stage it was the company's intention to approach the Government to discuss a subsidy. "The experience of every country which so far has developed aviation has been distinctly along these lines," Mr Falla continued. "One hardly can expect the people of New Zealand immediately to take to the air, and unless the aeroplane becomes popular, with the expectation of full pay loads from the outset, no company starting a service can hope to incur other than very heavy financial loss." Mr Falla said that his company had not been blind to the possibility of a Tasman service, but that it did not regard it as being of immediate importance. Mr C. T. P. Ulm's Work The next application heard was that of New Zealand Airlines, Ltd., for a route between Auckland and Invercargill. Mr Nielsen said that a great deal of preliminary work in New Zealand had been done by Mr C. T. P. Ulm, and that a plan was about to be launched when he was lost at sea about two months ago. Mr Ulm had applied for a national service, and hnd it not been for his death he would have been present to submit a plan for the whole of New Zealand. Mr Nielsen said that he had been requested by Great Pacific Airways and Mr Ulm's interests to ask for a postponement of the consideration of licenses so that the data collected by Mr Ulm could be presented in support of the application. Mr "Ulm had recommended a national service for New Zealand, so that it could be used for defence. Mr Nielsen contended that air services could not be established without subsidies and that the Government would not be anxious to subsi-