BACK PAGES:Air travel was taking a major leap forward in the 1950s with the introduction of commercial jets. One possibility was that longer range aircraft would overfly Shannon airport whose main raison detre was as a refuelling stop. To try to keep up with developments, the Fianna Fáil government was considering resurrecting a plan to provide an Aer Lingus transatlantic service, launched six years later.
A DECISION by the government on the question of reviving the transatlantic air project, abandoned in 1948 by the interparty government on the eve of its operation, is likely to be announced soon. It has been under consideration by Mr Lemass, minister for industry and commerce, and other members of the government for some time, and they have had a detailed report covering almost every aspect of the proposal in the light of present-day circumstances.
It is probable that the decision will be in favour of launching the service next year. This would be in line with the governments wish to develop the European services of Aer Lingus, starting with the creation of an air link with the Federal Republic of Western Germany.
Anticipating some opposition in the Dáil, Mr Lemass can marshal new facts and figures enabling him to make a much stronger case for the proposal than he could have made in 1947.
At that time, the stress was largely on the national kudos concerned; the economics of it were relegated to second place, more or less. Since then, however, there have been many new and significant developments in the air. Britain has gained a supreme position in progressive aircraft design and manufacture. Within a few years her jet aircraft will bring about revolutionary changes in commercial transport.
It is highly unlikely that agreements such as that which, up to now, has enabled Shannon airport to hold its place on the north Atlantic route and give some return for the £2,500,000 already spent on it, can continue to withstand the pressure which eventually will be exercised by high-performance British Comets.
Should Shannon airport fall into disuse, the loss of prestige would be almost as great as the resultant economic reverse.
Another, and at least equally strong point in support of undertaking the service, is provided by the possibility of a European federation on the north Atlantic. How much this comes within the bounds of possibility is illustrated by the Scandinavian development of a federated air service . . . by which the participating countries preserve their commercial rights and identities, but pool their facilities.
Should this happen on the Atlantic route while this country’s operating licence is still lying in a drawer in the department of industry and commerce, there is little hope of participation.
Being in the business would mean automatically taking a place in the group. The growth of air traffic in a relatively short period has been almost startling. In the first six months of this year the number of tourists arriving in this country by air was 55,718, and the number that came from and via the US was 3,225, an increase of 67.4 per cent on the corresponding period last year.
Since the beginning of August, one of the US companies has been carrying almost 2,000 passengers a week, and its full carrying capacity has been booked until mid-October.
Cheaper and faster flying is certain to bring increased traffic on the Atlantic run, and, apart from this tendency which is already giving Shannon airport a round-the-clock utilisation, there is evidence that, had the 1948 project gone through, it would have captured sufficient business to at least break even financially.
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