THE “FIFTH FREEDOM”

Otago Daily Times, Issue 26328, 6 December 1946, Page 6

THE “FIFTH FREEDOM”

The protracted negotiations between Australia, New Zealand arid the United States for “ fifth freedom ” rights on the trans-Pacific air routes have at last been brought to a happy conclusion, and the way is clear for British Commonwealth Pacific Airlines, and the American and Canadian operators to commence services on an equitable and economic footing. The failure of the various countries, to agree on the principle of the right to pick up or set down traffic in one another’s territory has been the reason for the delay in the development of air services to and from the South Pacific, but the difficulty appears to have been overcome, and only the formal agreement of the United Kingdom On behalf of Fiji is now required to enable the three international airlines that will be operating over the route to accept traffic for any destination between their respective terminals. This right to pick up or set down traffic with limited regard to the nationality of the stopping places became known as the “ fifth freedom of the air” at the Chicago Conference on International Civil Aviation in 1944, after the Canadian delegation had proposed a plan by which airlines would operate under the authority of an international body governing the “ four freedoms of the air:” (1) The right of air transit; (2) the right to land for servicing; (3) the right to carry traffic from the country of origin to any place in the world; (4) the right to carry traffic back to the country of origin, from any place in the world. The first two freedoms became the basis of the International Air Services Agreement, but the British Commonwealth and the United States were unable to agree on details for the “fifth freedom,” and this point was shelved for settlement by bilateral negotiation. Subsequently, at the Bermuda Conference, the United Kingdom and the United States reached accord on a modification of the “ fifth freedom”—the main point being the right to carry “ fill up ” traffic—and this contract will probably meet the requirements of both countries as far as' setting down or taking up traffic at Fiji is concerned. Until such time as British Commonwealth Pacific Airlines can secure the aircraft and the organisation to commence operations in its own name the service from New Zealand will be undertaken by Australian National Airways, which has already commenced a restricted service from Sydney to Vancouver with Skymaster aircraft on behalf of B.C.P.A. The route is SydneyFiji - Canton Island - Honolulu - San Francisco-Vancouver which, withthe substitution of Auckland for Sydney, will be that followed by the service from New Zealand. The Minister of Civil Aviation, Mr Jones, stated that the American Government had yet to designate the airline which would operate between San Francisco and Auckland. The

United States Civil Aeronautics Board, however, recently granted to Pan-American Airways what is virtually a monopoly of the South Pacific routes, and there is little reason to doubt that this pioneer company, which is already operating a weekly service to New Zealand, will continue to be the American company, with which B.C.P.A. and Trans-Canada Airlines will compete. The agreement which has just been signed will enable Pan-American Airways to extend its service to Australia, with the consequent diversion of much of the traffic which now comes to New Zealand to connect with Tasman Empire Airways. The operations of B.C.P.A. will, however, compensate for this loss, and with three companies enjoying “ fifth freedom ” rights over South Pacific air routes the future of air transportation between the South Pacific and the American continent appears rosy indeed.