Following publication of the Edwards report, BUA pitched for the role of the "Second Force" airline. Its bid centred on a six-year expansion plan for the period 1970–1975 that envisaged the progressive transfer of all of BOAC's African routes to itself to complement its existing African services from Gatwick, and unlimited frequencies between Gatwick and New York's John F. Kennedy Airport. This route transfer was to be accomplished by 1975; the East African routes in 1971, to be followed by Central, West and South African routes in 1972, 73 and 75 respectively while widebodied services to New York were to begin in 1974 by which time BUA expected to be able to launch commercially viable transatlantic scheduled services with Lockheed L-1011 Tristars, McDonnell-Douglas DC-10s or an aircraft based on a late-1960s "sub-jumbo" design proposal Boeing had jointly developed with Aeritalia under the working title "Boeing 767". The plan also hinted at a subsequent transfer of the corporation's Caribbean and South American routes to strengthen BUA's role as the new British North-South long-haul airline while leaving BOAC to concentrate on becoming the UK's East-West long-haul carrier. BUA reckoned that this would give it the critical mass and rational route network to meet the Edwards' committee estimate of 4 billion annual scheduled long-haul seat miles (6.4 billion seat kilometres) that would be minimum for economically viable Second Force.