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Nicholas J. Rogers runs Rogers Airship Company, a business specialising in operating indoor airships for advertising purposes, and is a Conservative candidate for Lambeth Borough Council.

There was a time when the airship was seen by the world as the natural and undisputed future of transcontinental travel. The Zeppelin Company in Germany led the field in the development of airship technology, building a succession of successful, ocean-hopping rigid airships such as the famous Graf Zeppelin.

These aircraft were operated as a means of transporting passengers efficiently over long distances – a capability not offered by the aeroplanes of the era. The received wisdom was that over short distances, the aeroplane would suffice but that for journeys between continents the only way to travel was by airship – quicker and cheaper than ocean liners, and just as luxurious.

We all know how the airship dream of the 1920s and 30s ended – the horrific pictures of the Hindenburg disaster, caused by hydrogen lifting gas, became photographic icons of the 20th Century. Since that time, the airship has struggled to regain any sort of prominence and their use has been relegated to that of flying billboard or aerial sightseeing platform.

The fall of the airship is one of the only incidences in mankind’s history where a highly-developed technology has been expunged without anything taking its place (Concorde is another example), for although the aeroplane appears to be the master of the skies, there are many tasks which airships can perform that simply cannot be done by other aircraft.

This point is important – the modern airship would complement, not
compete with, existing forms of aerial transport and aviation policy
should recognise the capabilities of aeroplanes, helicopters and
airships.

There are several roles which modern airships could perform.

Given that the lifting power of an airship can be quite formidable,
they are ideally suited to moving large, indivisible loads over long
distances, such as nuclear reactors and aeroplane wings. Currently,
such goods have to be transported overland by lorry, offloaded and put
on a cargo ship, then put back on another lorry at the other side of
the water. Airships can provide A to B transportation.

Unmanned airships have the capability to loiter high up in the
stratosphere acting as communications platforms – potentially doing
away with the need for divisive, unsightly mobile phone masts which
have been responsible for so many planning disputes, and dispensing
with the need for so many satellite launches.

Airships are ideal disaster relief vehicles. Every time I see images on
television of tragic natural disasters such as the New Orleans floods
or the 2004 tsunami, my heart just breaks because the poor unfortunate
victims of such disasters are, almost without fail, kept waiting for
vital aid for far longer than they should be. This is because the
devastated local infrastructure is rarely able to cope with large-scale
relief efforts so soon after a large disaster. A large modern airship
would need little or no infrastructure, and would be able to transport
far greater quantities of aid than aeroplanes or helicopters, in far
less time.

A further use for the modern airship is as a leisure craft
complementing the booming cruise industry, forecast to grow by 140%
over the next ten years.
Conditions on a large modern airship would be far more comparable to
those on an ocean liner than those on an aeroplane, and passengers
could voyage in comfort over the great landmarks of the world.

In this environmentally-conscious age, it is comforting to note that
the airship is one of the greenest forms of transport. Indeed, during a
week of operations, a Skyship 600 (a modern ‘blimp’) consumes less fuel
than a 767 uses to simply move away from its gate to the runway.
Airships do not require mile after mile of concrete runway and can
operate from a suitably large field, often with little permanent
infrastructure. They produce little noise, and filled with
non-flammable helium gas are possibly the safest way to travel.

Thus far, however, successive UK governments have had a negative
attitude towards airship development with no acknowledgement of the
potential role they could fill in British transport strategy. Labour
has done nothing, as ever.

An incoming Conservative government needs to recognise the role that
airships could play in 21st Century transport. Whilst I am not
advocating government as the creator of markets, I do think that more
needs to be done to encourage the development of airship technology to
the point where they can begin to make a meaningful contribution to our
country’s economy.

14 comments for: The Case for a Conservative Policy on Airships

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