AIR SERVICES

Timaru Herald, Volume CXXXIX, Issue 20026, 6 February 1935, Page 11

AIR SERVICES

LICENSES APPLIED FOR PLANS OF COMPANIES By Telegraph—Press Association WELLINGTON, February 5. Four companies applied to the Transport Co-ordination Board to-day for licenses to conduct air services over long routes in New Zealand. The applications were heard together. Further applications covering branch routes will be heard by the Board later. The applications were heard by Sir Stephen Allen (chairman), Messrs H. B. S.. Johnstone and Lisle Alderton. Applications were made by the Union Steam Ship Company of New Zealand for and on behalf of 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. Nelson, for and on behalf of New Zealand Airlines 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 via New Plymouth and Auckland, and Nelson via 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 service as follows—(a) Auckland to Invercargill, (b) Wellington-Hokitika-Gromwell, (c) Timaru-Cromwell- Dunedin, (d) Invercargill-Stewart Island, <"c) Auckland-Whangarei and (f) an air taxi service.

Union Company’s Proposals

When the first application was called, Mr C. G. White, who represented the Union Steam Ship Company, put the managing director of the Company (.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 re-formed. The Company 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. He estimated that the cost of a short trunk service with good machines, radio beacons and ground equipment would be about £IOO,OOO. The service would co-ord-inate with the overnight train from Auckland to Palmerston North. 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. The chairman: You propose to use British machines? Mr Falla said that the machines had not been definitely decided on, but it was proposed that they should be British, that they should have more than one engine and an ample reserve of power. Machines carrying from eight to 10 passengers were proposed. In reply to Mr J. P. Ward, representing New Zealand Airways, Mr Falla said that National Airways of New Zealand, Limited, existed in name only. His Company wished to carry on its aerial activities under a name other than that used for its shipping activities, and was applying for a license accordingly. In reply to Mr W. J. Sim, representing the Mount Cook Motor Company, Mr Falla said that the trunk line proposed could be fed by air taxis from Mount Cook. The Company did not propose to call at Wellington. The Wellington connection south would be by a feeder to Blenheim. Mr S. E. Nelson: What is your reason for omitting Wellington?

Mr Falla: We would avoid the risks of weather at Rongatai. Mr Neilson: If Rongatai 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. The Question of Subsidies The next application heard was that of New Zealand Airlines, Ltd., for a route between Auckland and Invercargill. Mr Neilson said that a great deal of preliminary work in New Zealand had been done by the late Mr C.T. P. Ulm, and the 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 had it not been for his untimely end he would have been present to submit a plan for the whole of New Zealand. Mr Neilson said he had been requested by Great Pacific Airways and Ulm’s interests to ask for a postponement of 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 Neilson contended that air services could not be established without subsidies, and the Government would not be anxious to subsidise the service if it could not be used for defence. “If applicants will not operate without subsides what is the use of granting licenses?” the chairman asked. Mr Neilson said he was instructed to ask for an adjournment* until June. The chairman said that the Board proposed to hear other applicants before considering the request for an adjournment. Mr Neilson said that New Zealand Airlines was not yet registered, but It would draw most of its capital from Great Pacific Airways, an Australian Company with a large capital. Mr T. S. Withers also asked for an adjournment, and emphasised the importance of air services as part of the defence system of the Dominion. Dominion Airways had done a vast amount of exploration work and had asked for legislation to be brought down by the Government. After hearing further evidence, the Board adjourned till to-morrow.