Sir Geoffrey Colby and the 'Solent' Flying-Boat Service to Nyasaland, 1949-50Author(s): Colin BakerSource: The Journal of Modern African Studies, Vol. 26, No. 1 (Mar., 1988), pp. 165-170Published by: Cambridge University PressStable URL: http://www.jstor.org/stable/160987 .

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The Journal of Modern African Studies, 26, I (1988), pp. 165-170 The Journal of Modern African Studies, 26, I (1988), pp. 165-170 The Journal of Modern African Studies, 26, I (1988), pp. 165-170 The Journal of Modern African Studies, 26, I (1988), pp. 165-170

Sir Geoffrey Colby and the 'Solent' Flying-Boat Service to Nyasaland, 1949~50

by Colin Baker, Professor of Business and Administrative Studies, Polytechnic of Wales, Pontypridd In the history of Malawi's transport and communications, few modes of travel can be more unusual or fascinating than the flying-boat service from November 1949 to October 1950 between Southampton in Britain and Vaaldam nearJohannesburg in South Africa, via Cape Maclear, a somewhat isolated and inaccessible spot on the south-west shore of Lake Malawi, 150 miles from the then administrative capital of Zomba and a further 50 miles from the main commercial centre of Blantyre. Although short-lived and of limited immediate practical importance, its long-term significance was considerable, whilst the details of how the service came about add to our

knowledge of the early post-World War II history of colonial Nyasaland, and tell us a good deal about the Governor of the time, Geoffrey Colby.

As the 'Empire' flying-boats of the British Overseas Airways Corporation, first introduced in the mid-I93os, approached the end of their useful life

through lack of spares, the authorities in Pretoria unsuccessfully sought support from the three Central African Governments for their proposal that the service between South Africa and Britain should be discontinued after 31 December 1946. In Southern Rhodesia, the Premier's Office argued that these aircraft provided facilities not otherwise available to the travelling public, that

they were preferred by the majority of passengers to the land-plane service, and that the latter was already incapable of handling the existing volume of traffic. In Northern Rhodesia the Government concurred that B.O.A.C.'s

'flying-boat service should not be discontinued unless continuation was

impracticable', a view supported 'strongly' by the Government of Nyasaland, despite the need for a connecting flight to Victoria Falls.'

Even so, there was an hiatus, and early in I948 Douglas Dodds-Parker, M.P., Chairman of the British Central Africa Company, asked the U.K. Minister of Civil Aviation when he expected the flying-boat service to South Africa to be in full operation again, and - of great importance to the new Governor - what extensions were being planned for a route via Lake Nyasa. The Parliamentary Secretary replied that a once-weekly service was to start in the near future, to be increased to twice and thrice weekly as soon as sufficient aircraft were available, and that there were no present plans for extensions via Lake Nyasa.

Although Colby did not personally like travelling by air, he recognised the value of flying-boats, having himself used them on a number of occasions during the war.2 His arrival by sea and rail in Nyasaland coincided with 'Solent' training flights to South Africa, and shortly after, on 4 May 1948, the

1 Except where otherwise indicated, the information in this short article has come from the National Archives of Malawi, Zomba, File No. 1379, I, Folios 33-5, 41-5, 48-9, 55, 77, 8o, 82, 89, and 91.

2 Interview with Lady Colby, 15 March I983.

Sir Geoffrey Colby and the 'Solent' Flying-Boat Service to Nyasaland, 1949~50

by Colin Baker, Professor of Business and Administrative Studies, Polytechnic of Wales, Pontypridd In the history of Malawi's transport and communications, few modes of travel can be more unusual or fascinating than the flying-boat service from November 1949 to October 1950 between Southampton in Britain and Vaaldam nearJohannesburg in South Africa, via Cape Maclear, a somewhat isolated and inaccessible spot on the south-west shore of Lake Malawi, 150 miles from the then administrative capital of Zomba and a further 50 miles from the main commercial centre of Blantyre. Although short-lived and of limited immediate practical importance, its long-term significance was considerable, whilst the details of how the service came about add to our

knowledge of the early post-World War II history of colonial Nyasaland, and tell us a good deal about the Governor of the time, Geoffrey Colby.

As the 'Empire' flying-boats of the British Overseas Airways Corporation, first introduced in the mid-I93os, approached the end of their useful life

through lack of spares, the authorities in Pretoria unsuccessfully sought support from the three Central African Governments for their proposal that the service between South Africa and Britain should be discontinued after 31 December 1946. In Southern Rhodesia, the Premier's Office argued that these aircraft provided facilities not otherwise available to the travelling public, that

they were preferred by the majority of passengers to the land-plane service, and that the latter was already incapable of handling the existing volume of traffic. In Northern Rhodesia the Government concurred that B.O.A.C.'s

'flying-boat service should not be discontinued unless continuation was

impracticable', a view supported 'strongly' by the Government of Nyasaland, despite the need for a connecting flight to Victoria Falls.'

Even so, there was an hiatus, and early in I948 Douglas Dodds-Parker, M.P., Chairman of the British Central Africa Company, asked the U.K. Minister of Civil Aviation when he expected the flying-boat service to South Africa to be in full operation again, and - of great importance to the new Governor - what extensions were being planned for a route via Lake Nyasa. The Parliamentary Secretary replied that a once-weekly service was to start in the near future, to be increased to twice and thrice weekly as soon as sufficient aircraft were available, and that there were no present plans for extensions via Lake Nyasa.

Although Colby did not personally like travelling by air, he recognised the value of flying-boats, having himself used them on a number of occasions during the war.2 His arrival by sea and rail in Nyasaland coincided with 'Solent' training flights to South Africa, and shortly after, on 4 May 1948, the

1 Except where otherwise indicated, the information in this short article has come from the National Archives of Malawi, Zomba, File No. 1379, I, Folios 33-5, 41-5, 48-9, 55, 77, 8o, 82, 89, and 91.

2 Interview with Lady Colby, 15 March I983.

Sir Geoffrey Colby and the 'Solent' Flying-Boat Service to Nyasaland, 1949~50

by Colin Baker, Professor of Business and Administrative Studies, Polytechnic of Wales, Pontypridd In the history of Malawi's transport and communications, few modes of travel can be more unusual or fascinating than the flying-boat service from November 1949 to October 1950 between Southampton in Britain and Vaaldam nearJohannesburg in South Africa, via Cape Maclear, a somewhat isolated and inaccessible spot on the south-west shore of Lake Malawi, 150 miles from the then administrative capital of Zomba and a further 50 miles from the main commercial centre of Blantyre. Although short-lived and of limited immediate practical importance, its long-term significance was considerable, whilst the details of how the service came about add to our

knowledge of the early post-World War II history of colonial Nyasaland, and tell us a good deal about the Governor of the time, Geoffrey Colby.

As the 'Empire' flying-boats of the British Overseas Airways Corporation, first introduced in the mid-I93os, approached the end of their useful life

through lack of spares, the authorities in Pretoria unsuccessfully sought support from the three Central African Governments for their proposal that the service between South Africa and Britain should be discontinued after 31 December 1946. In Southern Rhodesia, the Premier's Office argued that these aircraft provided facilities not otherwise available to the travelling public, that

they were preferred by the majority of passengers to the land-plane service, and that the latter was already incapable of handling the existing volume of traffic. In Northern Rhodesia the Government concurred that B.O.A.C.'s

'flying-boat service should not be discontinued unless continuation was

impracticable', a view supported 'strongly' by the Government of Nyasaland, despite the need for a connecting flight to Victoria Falls.'

Even so, there was an hiatus, and early in I948 Douglas Dodds-Parker, M.P., Chairman of the British Central Africa Company, asked the U.K. Minister of Civil Aviation when he expected the flying-boat service to South Africa to be in full operation again, and - of great importance to the new Governor - what extensions were being planned for a route via Lake Nyasa. The Parliamentary Secretary replied that a once-weekly service was to start in the near future, to be increased to twice and thrice weekly as soon as sufficient aircraft were available, and that there were no present plans for extensions via Lake Nyasa.

Although Colby did not personally like travelling by air, he recognised the value of flying-boats, having himself used them on a number of occasions during the war.2 His arrival by sea and rail in Nyasaland coincided with 'Solent' training flights to South Africa, and shortly after, on 4 May 1948, the

1 Except where otherwise indicated, the information in this short article has come from the National Archives of Malawi, Zomba, File No. 1379, I, Folios 33-5, 41-5, 48-9, 55, 77, 8o, 82, 89, and 91.

2 Interview with Lady Colby, 15 March I983.

Sir Geoffrey Colby and the 'Solent' Flying-Boat Service to Nyasaland, 1949~50

by Colin Baker, Professor of Business and Administrative Studies, Polytechnic of Wales, Pontypridd In the history of Malawi's transport and communications, few modes of travel can be more unusual or fascinating than the flying-boat service from November 1949 to October 1950 between Southampton in Britain and Vaaldam nearJohannesburg in South Africa, via Cape Maclear, a somewhat isolated and inaccessible spot on the south-west shore of Lake Malawi, 150 miles from the then administrative capital of Zomba and a further 50 miles from the main commercial centre of Blantyre. Although short-lived and of limited immediate practical importance, its long-term significance was considerable, whilst the details of how the service came about add to our

knowledge of the early post-World War II history of colonial Nyasaland, and tell us a good deal about the Governor of the time, Geoffrey Colby.

As the 'Empire' flying-boats of the British Overseas Airways Corporation, first introduced in the mid-I93os, approached the end of their useful life

through lack of spares, the authorities in Pretoria unsuccessfully sought support from the three Central African Governments for their proposal that the service between South Africa and Britain should be discontinued after 31 December 1946. In Southern Rhodesia, the Premier's Office argued that these aircraft provided facilities not otherwise available to the travelling public, that

they were preferred by the majority of passengers to the land-plane service, and that the latter was already incapable of handling the existing volume of traffic. In Northern Rhodesia the Government concurred that B.O.A.C.'s

'flying-boat service should not be discontinued unless continuation was

impracticable', a view supported 'strongly' by the Government of Nyasaland, despite the need for a connecting flight to Victoria Falls.'

Even so, there was an hiatus, and early in I948 Douglas Dodds-Parker, M.P., Chairman of the British Central Africa Company, asked the U.K. Minister of Civil Aviation when he expected the flying-boat service to South Africa to be in full operation again, and - of great importance to the new Governor - what extensions were being planned for a route via Lake Nyasa. The Parliamentary Secretary replied that a once-weekly service was to start in the near future, to be increased to twice and thrice weekly as soon as sufficient aircraft were available, and that there were no present plans for extensions via Lake Nyasa.

Although Colby did not personally like travelling by air, he recognised the value of flying-boats, having himself used them on a number of occasions during the war.2 His arrival by sea and rail in Nyasaland coincided with 'Solent' training flights to South Africa, and shortly after, on 4 May 1948, the

1 Except where otherwise indicated, the information in this short article has come from the National Archives of Malawi, Zomba, File No. 1379, I, Folios 33-5, 41-5, 48-9, 55, 77, 8o, 82, 89, and 91.

2 Interview with Lady Colby, 15 March I983.

This content downloaded from 169.229.32.137 on Thu, 8 May 2014 19:51:30 PMAll use subject to JSTOR Terms and Conditions

new scheduled service, by G-AHIT 'Severn', started on the Southampton- Augusta-Cairo-Luxor-Khartoum-Port Bell-Victoria Falls-Vaaldam route. Because this fast international air link was so tantalisingly close and yet so far, the Governor took the opportunity while on leave in Britain during 1949 to

press the new Chairman of B.O.A.C., Sir Miles Thomas - who had not long previously visited Nyasaland as the Chairman of the Colonial Development Corporation (C.D.C.) and stayed at Government House' - for an extension of the Southampton-Johannesburg service through Nyasaland. Colby success- fully secured first a trial landing, secondly a 'one-off' diversion so that he could return from leave to Cape Maclear, and thirdly a regular weekly service. In the Governor's own calculated understatement, 'getting Miles Thomas to agree to this was a minor triumph'.2

Meanwhile, an agreement had been fortuitously negotiated between C.D.C. and B.O.A.C., whereby the latter was to transport over Ioo tons of agricultural machinery from Lindi on the Tanganyika coast to Nkhata Bay on Lake Nyasa. On the completion of'Operation Ploughshare', after I50 hours of flying time, the Governor took advantage of the departure of the chartered Hythe training flying-boat G-AHER 'Helmsdale' to secure a trial let-down at Cape Maclear, it being argued that the crew needed to clear the

Nyasaland customs and immigration, and that this could best be done nearer to the administrative and commercial capitals.

The flying-boat was successfully 'landed' on 5 August I949 by Captain R. C. S. Reid, accompanied by Captain Dudley Travers, B.O.A.C.'s opera- tional representative in East Africa. They were met at Cape Maclear by Captain H. M.Johnston, Nyasaland's Civil Aviation Officer, and the three held detailed discussions on the feasibility of introducing a regular service.

They agreed that the majority of the domestic requirements could readily be met with the co-operation of the owners of the Cape Maclear hotel, the

Nyasaland Hotels and Breweries (who entertained the flying-boat crew during their brief visit), and that the technical facilities could be installed, despite the

difficulty of siting the radio aids in the surrounding terrain. The B.O.A.C.

captains - recently accustomed to 'do-it-yourself bush-whacking' conditions - advised that there would be few operational problems in commencing a scheduled service, and were confident that this could be undertaken straightaway.3

Within a few days Miles Thomas had agreed with the Governor in London that the 'Solents' should make a 'night-stop' at Cape Maclear, instead of Victoria Falls, once a week in each direction, for an experimental three-month

period which would be extended indefinitely if at least six passengers to or from Nyasaland joined each flight. Colby attached 'great importance' to this innovation, and proceeded to send detailed instructions to his officials in

Nyasaland:

We must get everything laid on at Cape Maclear - the road should be improved as soon as possible and transport by road organised for passengers to and from Zomba and Blantyre. We

1 The Jyasaland Times (Blantyre), 26 July I948, p. 5. 2 Governor to Colonial Secretary, n.d., probably 26 August I949. 3 The above two paragraphs are based on correspondence with Donald M. Hannah; also

Sidney Lane, 'Operation Ploughshare', in The Log (Hayes), 41, 2, March I980, pp. 12-13, and interview with Captain Lane, 4 April 1984.

new scheduled service, by G-AHIT 'Severn', started on the Southampton- Augusta-Cairo-Luxor-Khartoum-Port Bell-Victoria Falls-Vaaldam route. Because this fast international air link was so tantalisingly close and yet so far, the Governor took the opportunity while on leave in Britain during 1949 to

press the new Chairman of B.O.A.C., Sir Miles Thomas - who had not long previously visited Nyasaland as the Chairman of the Colonial Development Corporation (C.D.C.) and stayed at Government House' - for an extension of the Southampton-Johannesburg service through Nyasaland. Colby success- fully secured first a trial landing, secondly a 'one-off' diversion so that he could return from leave to Cape Maclear, and thirdly a regular weekly service. In the Governor's own calculated understatement, 'getting Miles Thomas to agree to this was a minor triumph'.2

Meanwhile, an agreement had been fortuitously negotiated between C.D.C. and B.O.A.C., whereby the latter was to transport over Ioo tons of agricultural machinery from Lindi on the Tanganyika coast to Nkhata Bay on Lake Nyasa. On the completion of'Operation Ploughshare', after I50 hours of flying time, the Governor took advantage of the departure of the chartered Hythe training flying-boat G-AHER 'Helmsdale' to secure a trial let-down at Cape Maclear, it being argued that the crew needed to clear the

Nyasaland customs and immigration, and that this could best be done nearer to the administrative and commercial capitals.

The flying-boat was successfully 'landed' on 5 August I949 by Captain R. C. S. Reid, accompanied by Captain Dudley Travers, B.O.A.C.'s opera- tional representative in East Africa. They were met at Cape Maclear by Captain H. M.Johnston, Nyasaland's Civil Aviation Officer, and the three held detailed discussions on the feasibility of introducing a regular service.

They agreed that the majority of the domestic requirements could readily be met with the co-operation of the owners of the Cape Maclear hotel, the

Nyasaland Hotels and Breweries (who entertained the flying-boat crew during their brief visit), and that the technical facilities could be installed, despite the

difficulty of siting the radio aids in the surrounding terrain. The B.O.A.C.

captains - recently accustomed to 'do-it-yourself bush-whacking' conditions - advised that there would be few operational problems in commencing a scheduled service, and were confident that this could be undertaken straightaway.3

Within a few days Miles Thomas had agreed with the Governor in London that the 'Solents' should make a 'night-stop' at Cape Maclear, instead of Victoria Falls, once a week in each direction, for an experimental three-month

period which would be extended indefinitely if at least six passengers to or from Nyasaland joined each flight. Colby attached 'great importance' to this innovation, and proceeded to send detailed instructions to his officials in

Nyasaland:

We must get everything laid on at Cape Maclear - the road should be improved as soon as possible and transport by road organised for passengers to and from Zomba and Blantyre. We

1 The Jyasaland Times (Blantyre), 26 July I948, p. 5. 2 Governor to Colonial Secretary, n.d., probably 26 August I949. 3 The above two paragraphs are based on correspondence with Donald M. Hannah; also

Sidney Lane, 'Operation Ploughshare', in The Log (Hayes), 41, 2, March I980, pp. 12-13, and interview with Captain Lane, 4 April 1984.

new scheduled service, by G-AHIT 'Severn', started on the Southampton- Augusta-Cairo-Luxor-Khartoum-Port Bell-Victoria Falls-Vaaldam route. Because this fast international air link was so tantalisingly close and yet so far, the Governor took the opportunity while on leave in Britain during 1949 to

press the new Chairman of B.O.A.C., Sir Miles Thomas - who had not long previously visited Nyasaland as the Chairman of the Colonial Development Corporation (C.D.C.) and stayed at Government House' - for an extension of the Southampton-Johannesburg service through Nyasaland. Colby success- fully secured first a trial landing, secondly a 'one-off' diversion so that he could return from leave to Cape Maclear, and thirdly a regular weekly service. In the Governor's own calculated understatement, 'getting Miles Thomas to agree to this was a minor triumph'.2

Meanwhile, an agreement had been fortuitously negotiated between C.D.C. and B.O.A.C., whereby the latter was to transport over Ioo tons of agricultural machinery from Lindi on the Tanganyika coast to Nkhata Bay on Lake Nyasa. On the completion of'Operation Ploughshare', after I50 hours of flying time, the Governor took advantage of the departure of the chartered Hythe training flying-boat G-AHER 'Helmsdale' to secure a trial let-down at Cape Maclear, it being argued that the crew needed to clear the

Nyasaland customs and immigration, and that this could best be done nearer to the administrative and commercial capitals.

The flying-boat was successfully 'landed' on 5 August I949 by Captain R. C. S. Reid, accompanied by Captain Dudley Travers, B.O.A.C.'s opera- tional representative in East Africa. They were met at Cape Maclear by Captain H. M.Johnston, Nyasaland's Civil Aviation Officer, and the three held detailed discussions on the feasibility of introducing a regular service.

They agreed that the majority of the domestic requirements could readily be met with the co-operation of the owners of the Cape Maclear hotel, the

Nyasaland Hotels and Breweries (who entertained the flying-boat crew during their brief visit), and that the technical facilities could be installed, despite the

difficulty of siting the radio aids in the surrounding terrain. The B.O.A.C.

captains - recently accustomed to 'do-it-yourself bush-whacking' conditions - advised that there would be few operational problems in commencing a scheduled service, and were confident that this could be undertaken straightaway.3

Within a few days Miles Thomas had agreed with the Governor in London that the 'Solents' should make a 'night-stop' at Cape Maclear, instead of Victoria Falls, once a week in each direction, for an experimental three-month

period which would be extended indefinitely if at least six passengers to or from Nyasaland joined each flight. Colby attached 'great importance' to this innovation, and proceeded to send detailed instructions to his officials in

Nyasaland:

We must get everything laid on at Cape Maclear - the road should be improved as soon as possible and transport by road organised for passengers to and from Zomba and Blantyre. We

1 The Jyasaland Times (Blantyre), 26 July I948, p. 5. 2 Governor to Colonial Secretary, n.d., probably 26 August I949. 3 The above two paragraphs are based on correspondence with Donald M. Hannah; also

Sidney Lane, 'Operation Ploughshare', in The Log (Hayes), 41, 2, March I980, pp. 12-13, and interview with Captain Lane, 4 April 1984.

new scheduled service, by G-AHIT 'Severn', started on the Southampton- Augusta-Cairo-Luxor-Khartoum-Port Bell-Victoria Falls-Vaaldam route. Because this fast international air link was so tantalisingly close and yet so far, the Governor took the opportunity while on leave in Britain during 1949 to

press the new Chairman of B.O.A.C., Sir Miles Thomas - who had not long previously visited Nyasaland as the Chairman of the Colonial Development Corporation (C.D.C.) and stayed at Government House' - for an extension of the Southampton-Johannesburg service through Nyasaland. Colby success- fully secured first a trial landing, secondly a 'one-off' diversion so that he could return from leave to Cape Maclear, and thirdly a regular weekly service. In the Governor's own calculated understatement, 'getting Miles Thomas to agree to this was a minor triumph'.2

Meanwhile, an agreement had been fortuitously negotiated between C.D.C. and B.O.A.C., whereby the latter was to transport over Ioo tons of agricultural machinery from Lindi on the Tanganyika coast to Nkhata Bay on Lake Nyasa. On the completion of'Operation Ploughshare', after I50 hours of flying time, the Governor took advantage of the departure of the chartered Hythe training flying-boat G-AHER 'Helmsdale' to secure a trial let-down at Cape Maclear, it being argued that the crew needed to clear the

Nyasaland customs and immigration, and that this could best be done nearer to the administrative and commercial capitals.

The flying-boat was successfully 'landed' on 5 August I949 by Captain R. C. S. Reid, accompanied by Captain Dudley Travers, B.O.A.C.'s opera- tional representative in East Africa. They were met at Cape Maclear by Captain H. M.Johnston, Nyasaland's Civil Aviation Officer, and the three held detailed discussions on the feasibility of introducing a regular service.

They agreed that the majority of the domestic requirements could readily be met with the co-operation of the owners of the Cape Maclear hotel, the

Nyasaland Hotels and Breweries (who entertained the flying-boat crew during their brief visit), and that the technical facilities could be installed, despite the

difficulty of siting the radio aids in the surrounding terrain. The B.O.A.C.

captains - recently accustomed to 'do-it-yourself bush-whacking' conditions - advised that there would be few operational problems in commencing a scheduled service, and were confident that this could be undertaken straightaway.3

Within a few days Miles Thomas had agreed with the Governor in London that the 'Solents' should make a 'night-stop' at Cape Maclear, instead of Victoria Falls, once a week in each direction, for an experimental three-month

period which would be extended indefinitely if at least six passengers to or from Nyasaland joined each flight. Colby attached 'great importance' to this innovation, and proceeded to send detailed instructions to his officials in

Nyasaland:

We must get everything laid on at Cape Maclear - the road should be improved as soon as possible and transport by road organised for passengers to and from Zomba and Blantyre. We

1 The Jyasaland Times (Blantyre), 26 July I948, p. 5. 2 Governor to Colonial Secretary, n.d., probably 26 August I949. 3 The above two paragraphs are based on correspondence with Donald M. Hannah; also

Sidney Lane, 'Operation Ploughshare', in The Log (Hayes), 41, 2, March I980, pp. 12-13, and interview with Captain Lane, 4 April 1984.

I66 I66 I66 I66 COLIN BAKER COLIN BAKER COLIN BAKER COLIN BAKER

This content downloaded from 169.229.32.137 on Thu, 8 May 2014 19:51:30 PMAll use subject to JSTOR Terms and Conditions

THE FLYING-BOAT SERVICE TO NYASALAND THE FLYING-BOAT SERVICE TO NYASALAND THE FLYING-BOAT SERVICE TO NYASALAND THE FLYING-BOAT SERVICE TO NYASALAND

should exercise all possible pressure on Government officers to use the flying-boat service (giving inducements if necessary) and publicizing the facilities to non officials. 1

The General Manager of the Nyasaland Hotels and Breweries, F. H. X.

Gwynne, was now persuaded by the Chief Secretary, Frank Brown, to guarantee that accommodation would be available at Cape Maclear for 44 people, despite the fact that the twice-weekly rushes would take up 30 per cent of the hotel's monthly capacity, make catering 'extremely difficult', and preclude normal bookings. Knowing how keen the Governor was on ensuring the success of the 'Solent' proposals, Gwynne asked if the hotel could be

secretly subsidised to cover any actual trading loss. He reinforced this extraordinary request, like a good citizen anxious to act in the public interest, by saying:

We feel that it would be unfair for Cape Maclear to incur a Trading Loss while endeavouring to serve the overall interests of Nyasaland on a long term policy...

We would add that it had been our intention to close down Cape Maclear during the 'off season', but in the present circumstances such an action would clearly be against the interests of the Protectorate.2

This request was taken very seriously, and although B.O.A.C.'s Johannesburg representative, E. P. Bilborough, was prepared to 'conclude suitable arrange- ments with the hotel proprietors regarding accommodation', the Governor proposed an alternative form of compensation, albeit not connected with the accounts of a private company:

Instead of taking this somewhat unusual action of financing a deficit of a hotel, consideration should be given to the repayment to Mr. Gwynne by Government of the expenditure he incurred in the cutting of the new road. He would, I imagine, get substantially more money this way and he might be prepared if he received this money to drop the alternative proposal.3

In the event, Gwynne did not repeat his request. Indeed, with the virtually guaranteed use of 30 per cent of monthly capacity, particularly in the 'off season', it is unlikely that the Cape Maclear hotel would have incurred a loss.

Providing the technical facilities for the regular service, unlike securing accommodation, presented few difficulties, principally because B.O.A.C. quickly posted one of its operations officers to Nyasaland who was 'used to flying-boats'. Much more worrying to those who had the task of implementing the decisions made in Britain, was the question of obtaining the necessary licence from the Central African Air Authority,4 not least because the Central African Airways lodged strong objections to the B.O.A.C. application. This caused the Governor to send the following cable to Nyasaland:

I am surprised at attitude of Central African Airways. Trunk service already utilizing Victoria Falls; no difference in principle is involved in use of Cape Maclear. Clearly direct link between Nyasaland and United Kingdom is most desirable and seems likely to result in overall increase in

Governor to Chief Secretary, n.d., probably 26 August I949. 2 F. H. X. Gwynne to Chief Secretary, i6 August 1949. 3 Governor's minute of I6 October I949. 4 The application for this licence was announced in the J.Nyasaland Government Gazette (Zomba),

I5 September I949.

should exercise all possible pressure on Government officers to use the flying-boat service (giving inducements if necessary) and publicizing the facilities to non officials. 1

The General Manager of the Nyasaland Hotels and Breweries, F. H. X.

Gwynne, was now persuaded by the Chief Secretary, Frank Brown, to guarantee that accommodation would be available at Cape Maclear for 44 people, despite the fact that the twice-weekly rushes would take up 30 per cent of the hotel's monthly capacity, make catering 'extremely difficult', and preclude normal bookings. Knowing how keen the Governor was on ensuring the success of the 'Solent' proposals, Gwynne asked if the hotel could be

secretly subsidised to cover any actual trading loss. He reinforced this extraordinary request, like a good citizen anxious to act in the public interest, by saying:

We feel that it would be unfair for Cape Maclear to incur a Trading Loss while endeavouring to serve the overall interests of Nyasaland on a long term policy...

We would add that it had been our intention to close down Cape Maclear during the 'off season', but in the present circumstances such an action would clearly be against the interests of the Protectorate.2

This request was taken very seriously, and although B.O.A.C.'s Johannesburg representative, E. P. Bilborough, was prepared to 'conclude suitable arrange- ments with the hotel proprietors regarding accommodation', the Governor proposed an alternative form of compensation, albeit not connected with the accounts of a private company:

Instead of taking this somewhat unusual action of financing a deficit of a hotel, consideration should be given to the repayment to Mr. Gwynne by Government of the expenditure he incurred in the cutting of the new road. He would, I imagine, get substantially more money this way and he might be prepared if he received this money to drop the alternative proposal.3

In the event, Gwynne did not repeat his request. Indeed, with the virtually guaranteed use of 30 per cent of monthly capacity, particularly in the 'off season', it is unlikely that the Cape Maclear hotel would have incurred a loss.

Providing the technical facilities for the regular service, unlike securing accommodation, presented few difficulties, principally because B.O.A.C. quickly posted one of its operations officers to Nyasaland who was 'used to flying-boats'. Much more worrying to those who had the task of implementing the decisions made in Britain, was the question of obtaining the necessary licence from the Central African Air Authority,4 not least because the Central African Airways lodged strong objections to the B.O.A.C. application. This caused the Governor to send the following cable to Nyasaland:

I am surprised at attitude of Central African Airways. Trunk service already utilizing Victoria Falls; no difference in principle is involved in use of Cape Maclear. Clearly direct link between Nyasaland and United Kingdom is most desirable and seems likely to result in overall increase in

Governor to Chief Secretary, n.d., probably 26 August I949. 2 F. H. X. Gwynne to Chief Secretary, i6 August 1949. 3 Governor's minute of I6 October I949. 4 The application for this licence was announced in the J.Nyasaland Government Gazette (Zomba),

I5 September I949.

should exercise all possible pressure on Government officers to use the flying-boat service (giving inducements if necessary) and publicizing the facilities to non officials. 1

The General Manager of the Nyasaland Hotels and Breweries, F. H. X.

Gwynne, was now persuaded by the Chief Secretary, Frank Brown, to guarantee that accommodation would be available at Cape Maclear for 44 people, despite the fact that the twice-weekly rushes would take up 30 per cent of the hotel's monthly capacity, make catering 'extremely difficult', and preclude normal bookings. Knowing how keen the Governor was on ensuring the success of the 'Solent' proposals, Gwynne asked if the hotel could be

secretly subsidised to cover any actual trading loss. He reinforced this extraordinary request, like a good citizen anxious to act in the public interest, by saying:

We feel that it would be unfair for Cape Maclear to incur a Trading Loss while endeavouring to serve the overall interests of Nyasaland on a long term policy...

We would add that it had been our intention to close down Cape Maclear during the 'off season', but in the present circumstances such an action would clearly be against the interests of the Protectorate.2

This request was taken very seriously, and although B.O.A.C.'s Johannesburg representative, E. P. Bilborough, was prepared to 'conclude suitable arrange- ments with the hotel proprietors regarding accommodation', the Governor proposed an alternative form of compensation, albeit not connected with the accounts of a private company:

Instead of taking this somewhat unusual action of financing a deficit of a hotel, consideration should be given to the repayment to Mr. Gwynne by Government of the expenditure he incurred in the cutting of the new road. He would, I imagine, get substantially more money this way and he might be prepared if he received this money to drop the alternative proposal.3

In the event, Gwynne did not repeat his request. Indeed, with the virtually guaranteed use of 30 per cent of monthly capacity, particularly in the 'off season', it is unlikely that the Cape Maclear hotel would have incurred a loss.

Providing the technical facilities for the regular service, unlike securing accommodation, presented few difficulties, principally because B.O.A.C. quickly posted one of its operations officers to Nyasaland who was 'used to flying-boats'. Much more worrying to those who had the task of implementing the decisions made in Britain, was the question of obtaining the necessary licence from the Central African Air Authority,4 not least because the Central African Airways lodged strong objections to the B.O.A.C. application. This caused the Governor to send the following cable to Nyasaland:

I am surprised at attitude of Central African Airways. Trunk service already utilizing Victoria Falls; no difference in principle is involved in use of Cape Maclear. Clearly direct link between Nyasaland and United Kingdom is most desirable and seems likely to result in overall increase in

Governor to Chief Secretary, n.d., probably 26 August I949. 2 F. H. X. Gwynne to Chief Secretary, i6 August 1949. 3 Governor's minute of I6 October I949. 4 The application for this licence was announced in the J.Nyasaland Government Gazette (Zomba),

I5 September I949.

should exercise all possible pressure on Government officers to use the flying-boat service (giving inducements if necessary) and publicizing the facilities to non officials. 1

The General Manager of the Nyasaland Hotels and Breweries, F. H. X.

Gwynne, was now persuaded by the Chief Secretary, Frank Brown, to guarantee that accommodation would be available at Cape Maclear for 44 people, despite the fact that the twice-weekly rushes would take up 30 per cent of the hotel's monthly capacity, make catering 'extremely difficult', and preclude normal bookings. Knowing how keen the Governor was on ensuring the success of the 'Solent' proposals, Gwynne asked if the hotel could be

secretly subsidised to cover any actual trading loss. He reinforced this extraordinary request, like a good citizen anxious to act in the public interest, by saying:

We feel that it would be unfair for Cape Maclear to incur a Trading Loss while endeavouring to serve the overall interests of Nyasaland on a long term policy...

We would add that it had been our intention to close down Cape Maclear during the 'off season', but in the present circumstances such an action would clearly be against the interests of the Protectorate.2

This request was taken very seriously, and although B.O.A.C.'s Johannesburg representative, E. P. Bilborough, was prepared to 'conclude suitable arrange- ments with the hotel proprietors regarding accommodation', the Governor proposed an alternative form of compensation, albeit not connected with the accounts of a private company:

Instead of taking this somewhat unusual action of financing a deficit of a hotel, consideration should be given to the repayment to Mr. Gwynne by Government of the expenditure he incurred in the cutting of the new road. He would, I imagine, get substantially more money this way and he might be prepared if he received this money to drop the alternative proposal.3

In the event, Gwynne did not repeat his request. Indeed, with the virtually guaranteed use of 30 per cent of monthly capacity, particularly in the 'off season', it is unlikely that the Cape Maclear hotel would have incurred a loss.

Providing the technical facilities for the regular service, unlike securing accommodation, presented few difficulties, principally because B.O.A.C. quickly posted one of its operations officers to Nyasaland who was 'used to flying-boats'. Much more worrying to those who had the task of implementing the decisions made in Britain, was the question of obtaining the necessary licence from the Central African Air Authority,4 not least because the Central African Airways lodged strong objections to the B.O.A.C. application. This caused the Governor to send the following cable to Nyasaland:

I am surprised at attitude of Central African Airways. Trunk service already utilizing Victoria Falls; no difference in principle is involved in use of Cape Maclear. Clearly direct link between Nyasaland and United Kingdom is most desirable and seems likely to result in overall increase in

Governor to Chief Secretary, n.d., probably 26 August I949. 2 F. H. X. Gwynne to Chief Secretary, i6 August 1949. 3 Governor's minute of I6 October I949. 4 The application for this licence was announced in the J.Nyasaland Government Gazette (Zomba),

I5 September I949.

i67 i67 i67 i67

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COLIN BAKER COLIN BAKER COLIN BAKER COLIN BAKER

air travel. If any difficulty arises in grant of licence for regular service, please ensure licence is granted for service on which I am travelling.1

The latter request was quickly granted, thereby enabling the Governor and

Lady Colby to return to Nyasaland on 7 October I949 in the first 'Solent' from Southampton to arrive at Cape Maclear, before flying on to Victoria Falls, the scheduled stop, and South Africa.

Two of the three steps agreed between Miles Thomas and Colby had been

accomplished successfully- the trial landing and the Governor's return

flight - and the third followed when the Central African Air Authority granted a licence for the flying-boat service to call regularly at Cape Maclear. On Thursday, 3 November I949, the north-bound 'Solent' from Vaaldam flew direct to Lake Nyasa and stopped overnight at Cape Maclear, where it was joined the next morning by a few London-bound passengers. On the

following Sunday the first regular south-bound 'Solent' stopped overnight at

Cape Maclear, and this pattern of departures and arrivals continued for a

year.2

In October I950, the 'Solents' were withdrawn from service and the Cape Maclear enterprise ended, a victim of the rapidly-developing aviation

technology. When, a year earlier, The Nyasaland Times had announced details of the forthcoming flying-boat service, a short news-item in an adjacent column, headed 'First Jet Airliner. Will Cut Existing Air Schedules' gave details of the De Haviland 'Comet' that had just flown from London to North Africa and back, a distance of 3,000 miles, in only eight hours.3

From Nyasaland's point of view, had the 'Solent' service been worthwhile, even although doomed just before it started? Why did Colby, probably the most energetic, determined, and economically progressive of all the Protectorate's 13 colonial Governors, go to so much trouble to get the flying- boats to land on the Lake when he had so many other matters occupying his attention? First of all, he was anxious to 'put Nyasaland on the map', to gain publicity for the country, and in this he was successful. An estimated 2,000 passengers made the overnight stop at Cape Maclear, and for the first time

Nyasaland was in direct communication with Britain and South Africa.

Secondly, he wished to develop tourism, but in this he was only partially and

indirectly successful. Whilst Lake Nyasa became better known to those who visited Cape Maclear, there is no evidence that any used the service in order to take\a holiday at the Lake. Thirdly, he wished to reduce the time taken to travel to and from Nyasaland, and in this he was significantly, although not

universally, successful.

Governor's coded telegram to Colonial Secretary, 21 September I949. 2 The Nyasaland Times, 7 November I949. The three-month experiment proved a success, and

even when the B.O.A.C. service between South Africa and Britain was reduced from three to two flights a week, that via Nyasaland continued, according to BOAC Annual Report and Accounts, I950-51 (London, 1952), p. o0.

3 The NJyasaland Times, 27 October 1949.

air travel. If any difficulty arises in grant of licence for regular service, please ensure licence is granted for service on which I am travelling.1

The latter request was quickly granted, thereby enabling the Governor and

Lady Colby to return to Nyasaland on 7 October I949 in the first 'Solent' from Southampton to arrive at Cape Maclear, before flying on to Victoria Falls, the scheduled stop, and South Africa.

Two of the three steps agreed between Miles Thomas and Colby had been

accomplished successfully- the trial landing and the Governor's return

flight - and the third followed when the Central African Air Authority granted a licence for the flying-boat service to call regularly at Cape Maclear. On Thursday, 3 November I949, the north-bound 'Solent' from Vaaldam flew direct to Lake Nyasa and stopped overnight at Cape Maclear, where it was joined the next morning by a few London-bound passengers. On the

following Sunday the first regular south-bound 'Solent' stopped overnight at

Cape Maclear, and this pattern of departures and arrivals continued for a

year.2

In October I950, the 'Solents' were withdrawn from service and the Cape Maclear enterprise ended, a victim of the rapidly-developing aviation

technology. When, a year earlier, The Nyasaland Times had announced details of the forthcoming flying-boat service, a short news-item in an adjacent column, headed 'First Jet Airliner. Will Cut Existing Air Schedules' gave details of the De Haviland 'Comet' that had just flown from London to North Africa and back, a distance of 3,000 miles, in only eight hours.3

From Nyasaland's point of view, had the 'Solent' service been worthwhile, even although doomed just before it started? Why did Colby, probably the most energetic, determined, and economically progressive of all the Protectorate's 13 colonial Governors, go to so much trouble to get the flying- boats to land on the Lake when he had so many other matters occupying his attention? First of all, he was anxious to 'put Nyasaland on the map', to gain publicity for the country, and in this he was successful. An estimated 2,000 passengers made the overnight stop at Cape Maclear, and for the first time

Nyasaland was in direct communication with Britain and South Africa.

Secondly, he wished to develop tourism, but in this he was only partially and

indirectly successful. Whilst Lake Nyasa became better known to those who visited Cape Maclear, there is no evidence that any used the service in order to take\a holiday at the Lake. Thirdly, he wished to reduce the time taken to travel to and from Nyasaland, and in this he was significantly, although not

universally, successful.

Governor's coded telegram to Colonial Secretary, 21 September I949. 2 The Nyasaland Times, 7 November I949. The three-month experiment proved a success, and

even when the B.O.A.C. service between South Africa and Britain was reduced from three to two flights a week, that via Nyasaland continued, according to BOAC Annual Report and Accounts, I950-51 (London, 1952), p. o0.

3 The NJyasaland Times, 27 October 1949.

air travel. If any difficulty arises in grant of licence for regular service, please ensure licence is granted for service on which I am travelling.1

The latter request was quickly granted, thereby enabling the Governor and

Lady Colby to return to Nyasaland on 7 October I949 in the first 'Solent' from Southampton to arrive at Cape Maclear, before flying on to Victoria Falls, the scheduled stop, and South Africa.

Two of the three steps agreed between Miles Thomas and Colby had been

accomplished successfully- the trial landing and the Governor's return

flight - and the third followed when the Central African Air Authority granted a licence for the flying-boat service to call regularly at Cape Maclear. On Thursday, 3 November I949, the north-bound 'Solent' from Vaaldam flew direct to Lake Nyasa and stopped overnight at Cape Maclear, where it was joined the next morning by a few London-bound passengers. On the

following Sunday the first regular south-bound 'Solent' stopped overnight at

Cape Maclear, and this pattern of departures and arrivals continued for a

year.2

In October I950, the 'Solents' were withdrawn from service and the Cape Maclear enterprise ended, a victim of the rapidly-developing aviation

technology. When, a year earlier, The Nyasaland Times had announced details of the forthcoming flying-boat service, a short news-item in an adjacent column, headed 'First Jet Airliner. Will Cut Existing Air Schedules' gave details of the De Haviland 'Comet' that had just flown from London to North Africa and back, a distance of 3,000 miles, in only eight hours.3

From Nyasaland's point of view, had the 'Solent' service been worthwhile, even although doomed just before it started? Why did Colby, probably the most energetic, determined, and economically progressive of all the Protectorate's 13 colonial Governors, go to so much trouble to get the flying- boats to land on the Lake when he had so many other matters occupying his attention? First of all, he was anxious to 'put Nyasaland on the map', to gain publicity for the country, and in this he was successful. An estimated 2,000 passengers made the overnight stop at Cape Maclear, and for the first time

Nyasaland was in direct communication with Britain and South Africa.

Secondly, he wished to develop tourism, but in this he was only partially and

indirectly successful. Whilst Lake Nyasa became better known to those who visited Cape Maclear, there is no evidence that any used the service in order to take\a holiday at the Lake. Thirdly, he wished to reduce the time taken to travel to and from Nyasaland, and in this he was significantly, although not

universally, successful.

Governor's coded telegram to Colonial Secretary, 21 September I949. 2 The Nyasaland Times, 7 November I949. The three-month experiment proved a success, and

even when the B.O.A.C. service between South Africa and Britain was reduced from three to two flights a week, that via Nyasaland continued, according to BOAC Annual Report and Accounts, I950-51 (London, 1952), p. o0.

3 The NJyasaland Times, 27 October 1949.

air travel. If any difficulty arises in grant of licence for regular service, please ensure licence is granted for service on which I am travelling.1

The latter request was quickly granted, thereby enabling the Governor and

Lady Colby to return to Nyasaland on 7 October I949 in the first 'Solent' from Southampton to arrive at Cape Maclear, before flying on to Victoria Falls, the scheduled stop, and South Africa.

Two of the three steps agreed between Miles Thomas and Colby had been

accomplished successfully- the trial landing and the Governor's return

flight - and the third followed when the Central African Air Authority granted a licence for the flying-boat service to call regularly at Cape Maclear. On Thursday, 3 November I949, the north-bound 'Solent' from Vaaldam flew direct to Lake Nyasa and stopped overnight at Cape Maclear, where it was joined the next morning by a few London-bound passengers. On the

following Sunday the first regular south-bound 'Solent' stopped overnight at

Cape Maclear, and this pattern of departures and arrivals continued for a

year.2

In October I950, the 'Solents' were withdrawn from service and the Cape Maclear enterprise ended, a victim of the rapidly-developing aviation

technology. When, a year earlier, The Nyasaland Times had announced details of the forthcoming flying-boat service, a short news-item in an adjacent column, headed 'First Jet Airliner. Will Cut Existing Air Schedules' gave details of the De Haviland 'Comet' that had just flown from London to North Africa and back, a distance of 3,000 miles, in only eight hours.3

From Nyasaland's point of view, had the 'Solent' service been worthwhile, even although doomed just before it started? Why did Colby, probably the most energetic, determined, and economically progressive of all the Protectorate's 13 colonial Governors, go to so much trouble to get the flying- boats to land on the Lake when he had so many other matters occupying his attention? First of all, he was anxious to 'put Nyasaland on the map', to gain publicity for the country, and in this he was successful. An estimated 2,000 passengers made the overnight stop at Cape Maclear, and for the first time

Nyasaland was in direct communication with Britain and South Africa.

Secondly, he wished to develop tourism, but in this he was only partially and

indirectly successful. Whilst Lake Nyasa became better known to those who visited Cape Maclear, there is no evidence that any used the service in order to take\a holiday at the Lake. Thirdly, he wished to reduce the time taken to travel to and from Nyasaland, and in this he was significantly, although not

universally, successful.

Governor's coded telegram to Colonial Secretary, 21 September I949. 2 The Nyasaland Times, 7 November I949. The three-month experiment proved a success, and

even when the B.O.A.C. service between South Africa and Britain was reduced from three to two flights a week, that via Nyasaland continued, according to BOAC Annual Report and Accounts, I950-51 (London, 1952), p. o0.

3 The NJyasaland Times, 27 October 1949.

I 68 I 68 I 68 I 68

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THE FLYING-BOAT SERVICE TO NYASALAND THE FLYING-BOAT SERVICE TO NYASALAND THE FLYING-BOAT SERVICE TO NYASALAND THE FLYING-BOAT SERVICE TO NYASALAND

When Dodds-Parker asked in the House of Commons 'if annual leave would be given to all in government service in the Colonial Empire to travel by British air or ship', the reply was 'No', and he was later told, 'What an extraordinary idea, that all should have annual leave! Why?' On being informed of the benefits, the Under-Secretary of State for the Colonies simply said 'Quite ridiculous'.l In the case of'established' British civil servants, their entitlement to 'travel time' by sea - in addition to their prescribed period of 'home leave' - was not reduced if they decided to take the quicker air route. But newly-appointed staff for Nyasaland, especially those on short-term contracts, could be required to travel by air,2 thereby enabling them - and, indeed, many others, including planters wishing to have a spell in non-tropical climates - to go to and from Nyasaland more quickly and cheaply than they would otherwise have done.

Yet these immediate successes were short-lived, and within two months of the first scheduled flight the Governor knew that B.O.A.C. proposed to replace its 'Solent' flying-boats by 'Hermes' land-planes. One might have expected that Colby would try to turn this forthcoming change to Nyasaland's advantage, in the same way that he had fought to introduce the Cape Maclear service, but he appeared not to do so. It is true that there were other things on his mind at the time - a very severe famine in the south, and a commission of enquiry into a serious riot at the central prison in Zomba. But even more important was the fact that the air-terminal facilities and runways at Chileka near Blantyre were inadequate for ' Hermes' and similar large aircraft. So, for the present, Colby thought 'that the Protectorate would be adequately served by a feeder service to Nairobi'.3

The Governor had not abandoned his civil-aviation aspirations, and was determined not to leave before Nyasaland had terminal buildings and runways that were sufficiently large and modern to accept intercontinental aircraft. Colby feared that closer association with, particularly, Southern Rhodesia would be to Nyasaland's disadvantage, and he was anxious, wherever possible, to put the Protectorate in a strong bargaining position. To achieve this he used the success - in Central African terms - of the 'Solent' service as a powerful argument to secure funds, eventually from the Federal Government, to bring Blantyre's small airport up to full international standards. In January 1956, he opened new terminal buildings at Chileka well ahead of similar up-graded facilities in Salisbury and Bulawayo, and the following November the new 2,050o-yard runway was brought into operation.4

The real significance, then, of Geoffrey Colby's 'minor victory' in securing the 'Solents' for Nyasaland was not in gaining publicity and boosting the

1 Interview with Sir Douglas Dodds-Parker, 27 November I983. 2 Nyasaland Government Gazette, 1949-50, passim. 3 Nyasaland Executive Government Minute I29 of 27 February I950. 4 W. V. Brelsford (ed.), Handbook to the Federation of Rhodesia and Nyasaland (Salisbury, I960),

p. 346.

When Dodds-Parker asked in the House of Commons 'if annual leave would be given to all in government service in the Colonial Empire to travel by British air or ship', the reply was 'No', and he was later told, 'What an extraordinary idea, that all should have annual leave! Why?' On being informed of the benefits, the Under-Secretary of State for the Colonies simply said 'Quite ridiculous'.l In the case of'established' British civil servants, their entitlement to 'travel time' by sea - in addition to their prescribed period of 'home leave' - was not reduced if they decided to take the quicker air route. But newly-appointed staff for Nyasaland, especially those on short-term contracts, could be required to travel by air,2 thereby enabling them - and, indeed, many others, including planters wishing to have a spell in non-tropical climates - to go to and from Nyasaland more quickly and cheaply than they would otherwise have done.

Yet these immediate successes were short-lived, and within two months of the first scheduled flight the Governor knew that B.O.A.C. proposed to replace its 'Solent' flying-boats by 'Hermes' land-planes. One might have expected that Colby would try to turn this forthcoming change to Nyasaland's advantage, in the same way that he had fought to introduce the Cape Maclear service, but he appeared not to do so. It is true that there were other things on his mind at the time - a very severe famine in the south, and a commission of enquiry into a serious riot at the central prison in Zomba. But even more important was the fact that the air-terminal facilities and runways at Chileka near Blantyre were inadequate for ' Hermes' and similar large aircraft. So, for the present, Colby thought 'that the Protectorate would be adequately served by a feeder service to Nairobi'.3

The Governor had not abandoned his civil-aviation aspirations, and was determined not to leave before Nyasaland had terminal buildings and runways that were sufficiently large and modern to accept intercontinental aircraft. Colby feared that closer association with, particularly, Southern Rhodesia would be to Nyasaland's disadvantage, and he was anxious, wherever possible, to put the Protectorate in a strong bargaining position. To achieve this he used the success - in Central African terms - of the 'Solent' service as a powerful argument to secure funds, eventually from the Federal Government, to bring Blantyre's small airport up to full international standards. In January 1956, he opened new terminal buildings at Chileka well ahead of similar up-graded facilities in Salisbury and Bulawayo, and the following November the new 2,050o-yard runway was brought into operation.4

The real significance, then, of Geoffrey Colby's 'minor victory' in securing the 'Solents' for Nyasaland was not in gaining publicity and boosting the

1 Interview with Sir Douglas Dodds-Parker, 27 November I983. 2 Nyasaland Government Gazette, 1949-50, passim. 3 Nyasaland Executive Government Minute I29 of 27 February I950. 4 W. V. Brelsford (ed.), Handbook to the Federation of Rhodesia and Nyasaland (Salisbury, I960),

p. 346.

When Dodds-Parker asked in the House of Commons 'if annual leave would be given to all in government service in the Colonial Empire to travel by British air or ship', the reply was 'No', and he was later told, 'What an extraordinary idea, that all should have annual leave! Why?' On being informed of the benefits, the Under-Secretary of State for the Colonies simply said 'Quite ridiculous'.l In the case of'established' British civil servants, their entitlement to 'travel time' by sea - in addition to their prescribed period of 'home leave' - was not reduced if they decided to take the quicker air route. But newly-appointed staff for Nyasaland, especially those on short-term contracts, could be required to travel by air,2 thereby enabling them - and, indeed, many others, including planters wishing to have a spell in non-tropical climates - to go to and from Nyasaland more quickly and cheaply than they would otherwise have done.

Yet these immediate successes were short-lived, and within two months of the first scheduled flight the Governor knew that B.O.A.C. proposed to replace its 'Solent' flying-boats by 'Hermes' land-planes. One might have expected that Colby would try to turn this forthcoming change to Nyasaland's advantage, in the same way that he had fought to introduce the Cape Maclear service, but he appeared not to do so. It is true that there were other things on his mind at the time - a very severe famine in the south, and a commission of enquiry into a serious riot at the central prison in Zomba. But even more important was the fact that the air-terminal facilities and runways at Chileka near Blantyre were inadequate for ' Hermes' and similar large aircraft. So, for the present, Colby thought 'that the Protectorate would be adequately served by a feeder service to Nairobi'.3

The Governor had not abandoned his civil-aviation aspirations, and was determined not to leave before Nyasaland had terminal buildings and runways that were sufficiently large and modern to accept intercontinental aircraft. Colby feared that closer association with, particularly, Southern Rhodesia would be to Nyasaland's disadvantage, and he was anxious, wherever possible, to put the Protectorate in a strong bargaining position. To achieve this he used the success - in Central African terms - of the 'Solent' service as a powerful argument to secure funds, eventually from the Federal Government, to bring Blantyre's small airport up to full international standards. In January 1956, he opened new terminal buildings at Chileka well ahead of similar up-graded facilities in Salisbury and Bulawayo, and the following November the new 2,050o-yard runway was brought into operation.4

The real significance, then, of Geoffrey Colby's 'minor victory' in securing the 'Solents' for Nyasaland was not in gaining publicity and boosting the

1 Interview with Sir Douglas Dodds-Parker, 27 November I983. 2 Nyasaland Government Gazette, 1949-50, passim. 3 Nyasaland Executive Government Minute I29 of 27 February I950. 4 W. V. Brelsford (ed.), Handbook to the Federation of Rhodesia and Nyasaland (Salisbury, I960),

p. 346.

When Dodds-Parker asked in the House of Commons 'if annual leave would be given to all in government service in the Colonial Empire to travel by British air or ship', the reply was 'No', and he was later told, 'What an extraordinary idea, that all should have annual leave! Why?' On being informed of the benefits, the Under-Secretary of State for the Colonies simply said 'Quite ridiculous'.l In the case of'established' British civil servants, their entitlement to 'travel time' by sea - in addition to their prescribed period of 'home leave' - was not reduced if they decided to take the quicker air route. But newly-appointed staff for Nyasaland, especially those on short-term contracts, could be required to travel by air,2 thereby enabling them - and, indeed, many others, including planters wishing to have a spell in non-tropical climates - to go to and from Nyasaland more quickly and cheaply than they would otherwise have done.

Yet these immediate successes were short-lived, and within two months of the first scheduled flight the Governor knew that B.O.A.C. proposed to replace its 'Solent' flying-boats by 'Hermes' land-planes. One might have expected that Colby would try to turn this forthcoming change to Nyasaland's advantage, in the same way that he had fought to introduce the Cape Maclear service, but he appeared not to do so. It is true that there were other things on his mind at the time - a very severe famine in the south, and a commission of enquiry into a serious riot at the central prison in Zomba. But even more important was the fact that the air-terminal facilities and runways at Chileka near Blantyre were inadequate for ' Hermes' and similar large aircraft. So, for the present, Colby thought 'that the Protectorate would be adequately served by a feeder service to Nairobi'.3

The Governor had not abandoned his civil-aviation aspirations, and was determined not to leave before Nyasaland had terminal buildings and runways that were sufficiently large and modern to accept intercontinental aircraft. Colby feared that closer association with, particularly, Southern Rhodesia would be to Nyasaland's disadvantage, and he was anxious, wherever possible, to put the Protectorate in a strong bargaining position. To achieve this he used the success - in Central African terms - of the 'Solent' service as a powerful argument to secure funds, eventually from the Federal Government, to bring Blantyre's small airport up to full international standards. In January 1956, he opened new terminal buildings at Chileka well ahead of similar up-graded facilities in Salisbury and Bulawayo, and the following November the new 2,050o-yard runway was brought into operation.4

The real significance, then, of Geoffrey Colby's 'minor victory' in securing the 'Solents' for Nyasaland was not in gaining publicity and boosting the

1 Interview with Sir Douglas Dodds-Parker, 27 November I983. 2 Nyasaland Government Gazette, 1949-50, passim. 3 Nyasaland Executive Government Minute I29 of 27 February I950. 4 W. V. Brelsford (ed.), Handbook to the Federation of Rhodesia and Nyasaland (Salisbury, I960),

p. 346.

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170 COLIN BAKER

tourist industry, for these were but temporary and peripheral advantages. Rather, its importance was in creating the precedent of a direct inter- continental air service; in pressing Nyasaland's claims for aviation develop- ment in Central Africa; in providing a lever, no matter how small, with which to prise finances from external sources for modernising and extending the

country's airport facilities; and in beginning to wean travellers to and from

Nyasaland away from rail and sea routes. The flying-boat service was not simply a brief glamorous eccentricity: it was a vital, if incremental and apparently indirect, step towards permanently placing Nyasaland on the international economic and political map.

170 COLIN BAKER

tourist industry, for these were but temporary and peripheral advantages. Rather, its importance was in creating the precedent of a direct inter- continental air service; in pressing Nyasaland's claims for aviation develop- ment in Central Africa; in providing a lever, no matter how small, with which to prise finances from external sources for modernising and extending the

country's airport facilities; and in beginning to wean travellers to and from

Nyasaland away from rail and sea routes. The flying-boat service was not simply a brief glamorous eccentricity: it was a vital, if incremental and apparently indirect, step towards permanently placing Nyasaland on the international economic and political map.

170 COLIN BAKER

tourist industry, for these were but temporary and peripheral advantages. Rather, its importance was in creating the precedent of a direct inter- continental air service; in pressing Nyasaland's claims for aviation develop- ment in Central Africa; in providing a lever, no matter how small, with which to prise finances from external sources for modernising and extending the

country's airport facilities; and in beginning to wean travellers to and from

Nyasaland away from rail and sea routes. The flying-boat service was not simply a brief glamorous eccentricity: it was a vital, if incremental and apparently indirect, step towards permanently placing Nyasaland on the international economic and political map.

170 COLIN BAKER

tourist industry, for these were but temporary and peripheral advantages. Rather, its importance was in creating the precedent of a direct inter- continental air service; in pressing Nyasaland's claims for aviation develop- ment in Central Africa; in providing a lever, no matter how small, with which to prise finances from external sources for modernising and extending the

country's airport facilities; and in beginning to wean travellers to and from

Nyasaland away from rail and sea routes. The flying-boat service was not simply a brief glamorous eccentricity: it was a vital, if incremental and apparently indirect, step towards permanently placing Nyasaland on the international economic and political map.

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