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pamæmemcax
LIPPE fi
VOL. 2—NO. 2
NEW YORK
AUGUST, 1945
PA A Asks CAB to Correct Trans-Atlantic Decision
Right to Compete with Two Others for Fair Share of TrafRc Sought
What promises to be a heated battle over post-war overseas air routes broke out today over CAB’s proposed allocation of transatlantic routes.
The first step was taken by PAA 7/30 when it petitioned CAB to correct its recent decision in order to permit the pioneer trans-oceanic airline to compete for a fair share of transatlantic traffic with TWA and American Airlines, the two domestic operators chosen by CAB to operate services to Europe.
In a strong brief filed by PAA the Board was asked to reconsider its opinion under which it proposed to allocate temporary transatlantic certificates to TWA and American Airlines, as well as certain temporary extensions to supplement PAA’s permanent transatlantic routes.
The Board’s opinion, issued on July 5, is subject to review upon petitions filed within thirty days. It was made public on the eve of a Senate Commerce Committee meeting called to vote on legislation designed to maintain the historic separation of domestic and international air commerce.
PAA’s brief made it clear that the company was not asking for a review of general policy questions involving whether domestic and overseas operations should continue to be separated. The fact that this issue was
not included assumes that such questions of basic policy can be ultimately settled only by Congress.
In its representations as the pioneer and the only permanently certificated American-flag carrier to Eire, Great Britain, Portugal and France, PAA pointed out that the proposed findings of the Board would have the effect of restricting its services to specific operating bases while the newcomers to the field would be permitted to operate to all traffic centers in these countries.
An example of the obvious unfairness of the certificates proposed by CAB, the brief pointed out, is the restriction whereby PAA is confined to the village of Foynes in Ireland and to Marseilles in France, while Dublin and Paris would be available to TWA on a monopoly basis.
Foynes and Marseilles, the brief points out, were designated for temporary operating reasons before the war when only seaplane equipment was available for overocean flying, pending delivery to PAA of land aircraft for European services, which would have been received in 1942 had not the war intervened. A second important point cited the inconsistency of proposing competition between three U. S. flag companies and then not permitting PAA to compete for traffic to five of the six largest
transatlantic traffic centers—Paris, Berlin, Rome, Moscow and Cairo. The proposed allocation would constitute a government-backed monopoly in favor of TWA for Paris and Rome and in favor of American Airlines for Berlin and Moscow. Of the six large transatlantic traffic centers, only London would be available to PAA but not on a monopoly basis for American would also be able to compete for this traffic in addition to British Overseas Airways, the British airline monopoly.
A third inequality cited by PAA in its brief was the proposed conferring on TWA, also on a monopoly basis, of the time-honored trade route to the Middle East via Rome, Athens, and Cairo, while PAA would be prevented from competing with them over this route. Instead, PAA is restricted to a narrow, mountainous corridor in the Russian sphere of influence, through Central Europe. This suggested route for aircraft plying between Great Britain, or France, and the Middle East has never been a practical route, despite heavy subsidies.
The feature of PAA’s brief was its request to CAB that it be allowed to compete on even terms with TWA and American Airlines, at least so long as the policy of permitting competition between American companies in the foreign field continues.
Directors Are Re-elected by PAA
7th WAR LOAN DRIVE ENDS
N.Y.O. PURCHASES TOTAL $48,300
Fifty-one per cent of N. Y. O. employes pitched in to purchase War Bonds whose total value is $48,300, according to a final accounting of the Seventh War Loan Drive conducted among PAA’s N. Y. Offices by War Bond Chairman John H. Termeer and his staff of floor representatives. This figure included $26,900 of extra bonds, $21,400 bought through payroll deductions for the period ending May 15. (Total figures for payroll deductions for the period ending July 31 have not been completed as yet.)
“369” was the high scorer with 71% participation. The 59th Floor was next highest, with a 60% participation.
Chairman Termeer in a special memorandum detailing war bond purchases, expressed his appreciation to Floor Representatives G. Winter—59th, George Olsen—58th, F. Guterl—57th, E. Stern—45th, George McGrath — 44th, W. Dunker — 43rd, and Charles Auerbach, 369, for their splendid cooperation during the 7th War Loan Campaign.
At the annual meeting of the stockholders of Pan American Airways Corporation in Jersey City, July 19, the following directors were re-eiected: Charles Francis Adams, H. M. Bixby, Prescott S. Bush, S. Sloan Colt, John C. Cooper, Howard B. Dean, S. M. Fairchild, John W. Hanes, Robert Lehman, E. O. McDonnell, Mark T. McKee, Thomas A. Morgan, Samuel F. Pryor, W. H. Standley, Vernon F. Taylor, J. T. Trippe, E. E. Young.
In reporting on the company’s business for the year Mr. Juan T. Trippe, President, pointed out that during the year Pan American’s principal business was in the interest of the war effort. All divisions of the system operated under arrangement with the armed services, except in Latin America, where service was maintained with equipment that could be spared from the war effort. Gross business in 1944 amounted to $93,000,000. Net business as reported was $1,619,309, as compared to $1,929,764 in 1943. The ratio of reported net profits to gross business was 1.7 per cent.
On motion from the floor a resolution was adopted by all present congratulating
the System personnel for their contribution to the war effort and endorsing the management’s current policies and postwar program.
PAA REISSUES SYSTEM TIMETABLE
Pan American reissued a System timetable in August including Atlantic, Alaskan and Latin American services, with references to Pacific and China services whose schedules cannot yet be published.
The timetable cover has been modernized to conform with PAA’s new insignia. A generally improved appearance has been the result. Considerable study has been given to simplification so that it can be understood with ease, even by those timid souls who are' normally afraid to look at a timetable!
Object Description
Description
| Title | Page 1 |
| Object ID | asm0341006544 |
| Digital ID | asm03410065440001001 |
| Full Text | pamæmemcax LIPPE fi VOL. 2—NO. 2 NEW YORK AUGUST, 1945 PA A Asks CAB to Correct Trans-Atlantic Decision Right to Compete with Two Others for Fair Share of TrafRc Sought What promises to be a heated battle over post-war overseas air routes broke out today over CAB’s proposed allocation of transatlantic routes. The first step was taken by PAA 7/30 when it petitioned CAB to correct its recent decision in order to permit the pioneer trans-oceanic airline to compete for a fair share of transatlantic traffic with TWA and American Airlines, the two domestic operators chosen by CAB to operate services to Europe. In a strong brief filed by PAA the Board was asked to reconsider its opinion under which it proposed to allocate temporary transatlantic certificates to TWA and American Airlines, as well as certain temporary extensions to supplement PAA’s permanent transatlantic routes. The Board’s opinion, issued on July 5, is subject to review upon petitions filed within thirty days. It was made public on the eve of a Senate Commerce Committee meeting called to vote on legislation designed to maintain the historic separation of domestic and international air commerce. PAA’s brief made it clear that the company was not asking for a review of general policy questions involving whether domestic and overseas operations should continue to be separated. The fact that this issue was not included assumes that such questions of basic policy can be ultimately settled only by Congress. In its representations as the pioneer and the only permanently certificated American-flag carrier to Eire, Great Britain, Portugal and France, PAA pointed out that the proposed findings of the Board would have the effect of restricting its services to specific operating bases while the newcomers to the field would be permitted to operate to all traffic centers in these countries. An example of the obvious unfairness of the certificates proposed by CAB, the brief pointed out, is the restriction whereby PAA is confined to the village of Foynes in Ireland and to Marseilles in France, while Dublin and Paris would be available to TWA on a monopoly basis. Foynes and Marseilles, the brief points out, were designated for temporary operating reasons before the war when only seaplane equipment was available for overocean flying, pending delivery to PAA of land aircraft for European services, which would have been received in 1942 had not the war intervened. A second important point cited the inconsistency of proposing competition between three U. S. flag companies and then not permitting PAA to compete for traffic to five of the six largest transatlantic traffic centers—Paris, Berlin, Rome, Moscow and Cairo. The proposed allocation would constitute a government-backed monopoly in favor of TWA for Paris and Rome and in favor of American Airlines for Berlin and Moscow. Of the six large transatlantic traffic centers, only London would be available to PAA but not on a monopoly basis for American would also be able to compete for this traffic in addition to British Overseas Airways, the British airline monopoly. A third inequality cited by PAA in its brief was the proposed conferring on TWA, also on a monopoly basis, of the time-honored trade route to the Middle East via Rome, Athens, and Cairo, while PAA would be prevented from competing with them over this route. Instead, PAA is restricted to a narrow, mountainous corridor in the Russian sphere of influence, through Central Europe. This suggested route for aircraft plying between Great Britain, or France, and the Middle East has never been a practical route, despite heavy subsidies. The feature of PAA’s brief was its request to CAB that it be allowed to compete on even terms with TWA and American Airlines, at least so long as the policy of permitting competition between American companies in the foreign field continues. Directors Are Re-elected by PAA 7th WAR LOAN DRIVE ENDS N.Y.O. PURCHASES TOTAL $48,300 Fifty-one per cent of N. Y. O. employes pitched in to purchase War Bonds whose total value is $48,300, according to a final accounting of the Seventh War Loan Drive conducted among PAA’s N. Y. Offices by War Bond Chairman John H. Termeer and his staff of floor representatives. This figure included $26,900 of extra bonds, $21,400 bought through payroll deductions for the period ending May 15. (Total figures for payroll deductions for the period ending July 31 have not been completed as yet.) “369” was the high scorer with 71% participation. The 59th Floor was next highest, with a 60% participation. Chairman Termeer in a special memorandum detailing war bond purchases, expressed his appreciation to Floor Representatives G. Winter—59th, George Olsen—58th, F. Guterl—57th, E. Stern—45th, George McGrath — 44th, W. Dunker — 43rd, and Charles Auerbach, 369, for their splendid cooperation during the 7th War Loan Campaign. At the annual meeting of the stockholders of Pan American Airways Corporation in Jersey City, July 19, the following directors were re-eiected: Charles Francis Adams, H. M. Bixby, Prescott S. Bush, S. Sloan Colt, John C. Cooper, Howard B. Dean, S. M. Fairchild, John W. Hanes, Robert Lehman, E. O. McDonnell, Mark T. McKee, Thomas A. Morgan, Samuel F. Pryor, W. H. Standley, Vernon F. Taylor, J. T. Trippe, E. E. Young. In reporting on the company’s business for the year Mr. Juan T. Trippe, President, pointed out that during the year Pan American’s principal business was in the interest of the war effort. All divisions of the system operated under arrangement with the armed services, except in Latin America, where service was maintained with equipment that could be spared from the war effort. Gross business in 1944 amounted to $93,000,000. Net business as reported was $1,619,309, as compared to $1,929,764 in 1943. The ratio of reported net profits to gross business was 1.7 per cent. On motion from the floor a resolution was adopted by all present congratulating the System personnel for their contribution to the war effort and endorsing the management’s current policies and postwar program. PAA REISSUES SYSTEM TIMETABLE Pan American reissued a System timetable in August including Atlantic, Alaskan and Latin American services, with references to Pacific and China services whose schedules cannot yet be published. The timetable cover has been modernized to conform with PAA’s new insignia. A generally improved appearance has been the result. Considerable study has been given to simplification so that it can be understood with ease, even by those timid souls who are' normally afraid to look at a timetable! |
| Archive | asm03410065440001001.tif |
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