Brabazon Committee's Type I, December,1942, was inspired by US schemes - Consolidated XC-99, Lockheed XRO-6 Constitution, Boeing 377 (in its original 6-engine guise), Douglas XC-74. Perception was that size mattered - like pre-War Transatlantic liner Blue Ribbon contenders - and that 1950's luxury business would be won in elegant aerial hotels. All of them failed because that's not what passengers were prepared to pay for. By late-1947 wondrously capable DC-6/L-749 had defined the airline business. UK tried to put turbines on T.167 Mark 2 and did so on T.175 Britannia, but enhanced DC-7/L-1049 did for them. Any production commitment would have been by Bring Over American Currency about 1949, by when they just wanted anything that was not a Tudor or Hermes and was made on US W.Coast, and UK was devalued, cold and bankrupt. The fatigue issue (5,000hr. structural life, given the Pacific 75ton Bomber origin of the design) was not then understood and is an excuse emerging in hindsight. Go to Beaverbrook's 1944 Air Transport Committee Secretary P.Masefield's Flight Path where he has a Chapter on his innovation - a slide rule over the economics of Committee Types, demonstrating none could ever break even.