THE ATLANTIC FLIGHT.

Lyttelton Times, Volume CXVII, Issue 18143, 8 July 1919, Page 4

THE ATLANTIC FLIGHT.

The very complete success attending the first attempt’ of a dirigiblo of the modern typo to cross the Atlantic will undoubtedly do much to popularise this type of aircraft a a a means of transocean transport. Compared with the time record of tho Vickers plane, of course, tho dirigiblo does not make a very impressive showing. She ’occupied four days sovyn hours twenty-three minutes on the journey as compared with little more than ono day in the case of the Vickers plane. But in comparing the two performances it has to bo borne in mind that R 34 undertook a longer journey even than an ocean liner bound from Queenstown to Now York. She flew, as far as can be deduced from the very meagro cabled details, from England, across Ireland, to New York, whereas the Vickers plane “ skipped the ditch ” at almost its narrowest part—from St John’s, Newfoundland, to Clifden on tho west coast of Ireland. Tho actual course of R 34 was probably over 1000 miles longer than that of the Vickers plane. Although extremely adverse conditions were encountered, so adverse that the dirigible’s fuel supply, which nominally should have served for a very much longer flight, was nearly exhausted, a speed was maintained throughout considerably in excess of that of tho fastest of tho great ocean liners. A still more notable feature of the flight was its comparative safety. Equipped with a considerably more powerful wireless plant than any save the most gigantic planes could aiTord to carry on such a flight, the R3l was able t'o keep in constant communication with land and with shipping, receiving weather reports and issuing frequent- bulletins as to her position. It is this aspect of the matter which will play a very important part in tho use of the dirigibles for long-distance passenger services. The disaster, fortunately not fatal, which interrupted Hawker’s flight, and the chapter of accidents which befel three of tho four big American seaplanes which recently attempted tho passage, will require a certain amount of “ living down” before public confidence in tho plane is sufficiently restored to make it a practical commercial vehicle for transocean passenger traffic. It may be said, with some justice, that the dirigible’s chances of securing confidence have not been improved by the tremendous explosion which occurred in connection with a United States Navy dirigible at Baltimore, but the introduction 'of the non-iriflammnble helium gas, the production of which in large quantities and at a reasonable price is now said to be assured, will remove all danger of gas explosions. One result of the Rod’s performance seeni3 to have been to encourage the British Admiralty to announce that it is proceeding with the construction of six dirigibles much larger and speedier than tho 1134Only a few details are available concerning these new dirigibles. It is said that they are to have five times the gas capacity of R 34, containing 10,000,000 cubic feet in place of the 2,000,000 cubic feet contained in R34’s gas hag They will be 1600 feet long, as compared with R34’s 670 feet, and will have engines of 8000 h.p. as compared with those of 1400 h.p. which propel K 34. Their speed under fair wind conditions will

bo slightly greater, and under adverse conditions considerably greater than that developed by 1134. Such a craft w&uld have a load capacity of about 200 tons, as conipnrcd with 38 tons in tho case of R 34, and if equipped for passenger service the monster dirigibles could carry a very large complement-

The public has been very interested lately in tho question of “ municipal coal.” Tile activities of tho Mayor and tho other members of the Coal Committee set up by the City Council have materialised in the arrival of a shipment of coal from tho West Coast, and this is to bo retailed by the council in two-bag lots, preference being given to the most needy of tho applicants. It is said that this shipment of coal is a bona fido addition to the city’s fuel supply, and if that lie the case it certainly is welcome. There arc, however, a number of points that require elucidation before it can be definitely ascertained whothor tho policy adopted by the committee is sound and whether it should bo continued. Tho financial side of the question is at present not very clear, nor do we really know that the Government would or will allow any local body or other person or group of persons to trade at their own will in a commodity of which there is a national shortage and for tho proper distribution of which a special authority has been established. These are points that should bo cleared up by the Mayor and his friends, whoso work has fructified rather quickly, to tho satisfaction, we have no doubt, of tho bulk of the community. Tho City Council has sensibly ordered a report to bo prepared in regard to tho initial shipment and its disposal, and this report, is to come before a special meeting next week.

Tho acuteness of the coal shortage has caused the Government to make two important decisions. One is that hoots and shoes must not bo accepted as freight on tho railways—surely an extraordinary proceeding, since tho restrictions against beer wero withdrawn the other day—and the other is that no peace illuminations will bo permitted where the gas or electricity employod is produced from ooal. This ukaso has a special significance for Christchurch, and a pleasant one. Here wo are in tho fortunate position of having hydroelectric current, so that this city will bo very little affected by the restrictions mentioned. Wo could almost invito other centres to come along and join us in celebrating tho peace. One of tho many morals of the coal shortage is that it demonstrates tho value and importance of tho Lake Coleridge scheme, which is saving the whole cf New Zealand a largo expenditure of coal. Tho position also strengthens the Progress League in its agitation for the wide and rapid extension of tho use of power at tho lake still awaiting employment.

The statements which have been made on behalf of tho Boot Employees’ Federation, in connection with their present demand for more wages, revive recollections of the free trade versus protection controversy which has been raging off and on around this particular industry, more perhaps than in the case of any other in New Zealand, ever since it was initiated. The controversy is one which wo have no desiro to enter into on the basis of exparte statements from either employees or employer, but it may bo of interest to present a few facts concerning the industry culled from official sources. The latest figures possessing any degree of completeness aro for the year 1915, and the leading facts concerning , tho business have been collated from 1 the figures for that year. '

Following are the statistics of tho industry for tho year 1915:

New Zealand industries . . . 37.4 Avorage wage por worker . . . £lO5 Averages wage per worker in all New Zealand industries . . £lls Value of boots and shoes imported . £109,557 Duty paid thoroon .... £96,627 Percentage borne by local products to total of local and imported products 6® To this may be added a table showing tho number of persons employed in the industry at five-yearly intervals since 1900:

Sir G. H. Mason well deserves the compliments that were paid to him on the occasion of his retirement from tho service of Canterbury College- For tho long period of forty-one years Mr Mason has worked for tho college in different capacities, and particularly during the numerous years that lie has been registrar he has contributed in a very large measure to the usefulness and the success of this great institution. Nothing that was said yesterday by members of tho board and by professors was in any way exaggerated, warm os tho tributes were to the retiring registrar; and Mrs Mason equally deserves tbc cordial references that were made to her assistance- As chief executive officer of tho college, Mr Mason was indeed the right man in tho right place, for he combined with capacity and industry a personal touch of keen interest and unfailing tact which altogether “ filled the bill ” with completeness- Mr Mason has well earned the right to retiro on superannuation, but he is too active a man to spend his years in idleness. Tho wishes of the college and the city are for his future happiness and success.

Number of porsons employed . 2257 Wages paid £236,831 Value of materials useef . £441,292 Vaiue of product . ■ . . . Valuo added to materials £601,572 £360,280 Value of land, buildings and plant Percentage borne by valuo added to £295,021 materials to value of land, etc. Same percentage avoragod over all 41.0

Year. Halos. Females. 1900 • ■ . 19C6 790 1905 # , . 1518 688 1910 . 1569 713 1915 , . 1435 802