TRANSPORT BY AIR. Aircraft were first used on regu larly scheduled routes in Germany where for four years prior to the World War Zeppelin airships carried passengers between the larger cities. Immediately after the war British aeroplanes were employed in a passenger service between London and Paris. Soon all other large nations had their own air-transport, though with the exception of the United States, they were compelled to grant liberal subsidies to maintain the lines in continuous operation.
The first scheduled air-mail service was started by the Post Office Department in the United States May 15, 1918, using mili tary planes on the initial route between New York and Washing ton, D.C. The trans-continental route between New York and San Francisco was then opened, and in 1926 was lighted for night flying between New York and Omaha, Neb.
In accord with the Federal policy that the Government should not engage in private business the Post Office Department re linquished the mail routes to private contractors under the pro visions of the Kelly Act of 1926. That legislation is credited with having established air-transport on a self-sustaining basis. By its terms the Post Office Department lets mail contracts at a pound rate. This form of indirect subsidy has supported the operators through the early years of experiment, permitting them to develop better equipment, train their personnel and cultivate popular patronage.
The Air Commerce Act of 1926 was another agency calculated to develop air-transport. It created a law for licensing planes and pilots, regulating all civil flying and maintaining the American airways under the Department of Commerce. The Aeronautics branch of that department charts routes, equips airways for night flying, establishes lighted beacons and radio communications in much the same manner as other bureaux provide ports, lighthouses and other navigational aids for surface vessels.
On Jan. 1, 1929, there were 15,128 miles of airways in the United States, two-thirds of their aggregate distance lighted and prepared for night flying. Twenty-two companies were operating 33 air-mail routes under contract with the Post Office Department. Mail planes were flying an average of 27,848 miles every 24 hours.
Ten other air-transport companies were carrying either passen gers or express, or both. With 13 of the mail operators, which also
carried passengers and express, these American lines transported 52,914 Passengers on scheduled flying service in 1928; that was about four and a half times the number flown in the preceding year. The average fare was io cents a mile.
The year 1928 was the first in which the companies carried ex press under contract with the American Railway Express Com pany, and the amount flown during the twelve months was 1,222, 843 pounds. The contract air-mail lines carried 3,632,059 pounds of mail, thrice the poundage of the preceding year. The 33 operat ing companies flew more than io,000,000 miles in 1928.
Air-transport in the United States had progressed to such a stage in 1929 that close observers felt warranted in recognizing it as of equal importance with terrestrial transportation. First and last this importance is based on speed, the dispatch with which per sons and things can be carried from one place to another without delay.
The cargo planes in 1929 were averaging about 125 miles an hour; and that, admittedly, was not fast enough to take traffic away from the surer surface transport. An average speed of 15o miles an hour for passengers and 175 miles an hour for mail and express would, it was believed, result in popularizing air transport and placing it on a par with the railroads and motor buses.
Such speeds, along with the solution of several technical prob lems, were promised for the near future ; and the engineering genius of the nation was at work toward that end.
In Europe the record of air-transport is vastly different. There are no great distances within the limits of a majority of European countries ; hence no especial need for such speed as the aeroplane alone can provide. In the British Isles train and bus service has been entirely adequate. The cross-Channel air service between London and Paris would not be profitable if operated without liberal subsidies. It is maintained primarily because it is an im portant section of the air-transport system which Britain is estab lishing between London, Egypt, the Near East, South Africa and India. Eventually, it is believed, passengers will be carried on those routes in giant airships, while fast planes will be used to carry mails and urgent express.