Braathens

Source: Wikipedia, the free encyclopedia.
This article is about the former airline. For the owners of Malmö Aviation, see
Malmö Aviation
.

Braathens
IATA
ICAO
Callsign
BU BRA BRAATHENS
Founded26 March 1946 (1946-03-26)
Commenced operations30 January 1947 (1947-01-30)
Ceased operations1 May 2004 (2004-05-01)
(rebranded as
Parent company
HeadquartersDiamanten, Fornebu, Bærum, Norway
Key people
FoundersLudvig G. Braathen (CEO, 1946—1976)
Websitewww.braathens.no

Braathens ASA, until 1997 Braathens South American & Far East Airtransport A/S and trading as Braathens SAFE, was a

Stockholm-Arlanda Airport. The airline operated 118 aircraft of 15 models, mostly Boeing 737
variants. Braathens served 53 airports and 50 cities with scheduled services through its history.

The airline was founded in 1946 by

Fokker F-28 and Boeing 737-200 jets from 1969. The last F-27 was phased out in 1975. After a two-year use of Boeing 767
aircraft, Braathens operated an all-Boeing 737 fleet from 1986.

Increased domestic competition on routes started from 1987, along with Braathens SAFE again starting international routes. By 1994 the fleet had been replaced with

Malmö Aviation. The 1998 opening of Gardermoen resulted in an intense price war with SAS and Color Air, from which Braathens never recovered financially. Braathens was controlled by Braganza until 2001, when it was sold to the SAS Group
. Braathens merged with SAS Norway on 1 May 2004.

History

Main articles:
History of Braathens SAFE (1946–93) and History of Braathens (1994–2004)

Far East

Braathens South American & Far East Airtransport A/S was founded on 26 March 1946 by Ludvig G. Braathen through his shipping company

Douglas C-54 (DC-4) aircraft from the United States Air Force. Twenty pilots were recruited and sent to Fort Worth for certification. The first plane, LN-HAV Norse Explorer, landed at Oslo Airport, Gardermoen on 26 December 1946.[4]

Braathens Douglas DC-3 in 1952 wearing the airline's full name

The first service run from Oslo to

Calcutta and Bangkok before Hong Kong, where Norske Skyfarer landed on 8 March. Total flight time was 46 hours. The only other services to the Far East from Europe were operated by KLM and British Overseas Airways Corporation.[5] The regular services could be done with a round trip time of nine to ten days, including overnighting in Cairo, Karachi and Bangkok, and with technical revision of the plane in Hong Kong. In 1947, Braathens SAFE flew twenty-five trips to Hong Kong, five to New York City and one to Johannesburg. Douglas DC-3 aircraft were introduced the same year for shorter charters. The following year, Braathens SAFE started the first trial flights to South America. By 1948 the airline had weekly trips to the Far East.[6]

The partially state-owned

Stavanger Airport, Sola.[8] The airline chose at the same time to move its main base from Gardermoen to Oslo Airport, Fornebu.[9]

Douglas DC-6 in 1971

The SAS cooperation resulted in a full merger from 1951, after a merger proposal from Braathens SAFE had been rejected.

Loftleidir, who held the rights to fly to North America via Iceland. This involved Braathens leasing personnel and aircraft to Loftleidir and profit sharing on the route, in an agreement which lasted until 1961.[12]

Domestic operations with Herons and Fellowships

Charter flights to Europe using

Notodden Airport, Tuven, but these only lasted until 1959. By then it had added Røros Airport to its destinations.[15] Following the bankruptcy of West Norway Airlines in 1957 and the opening of Ålesund Airport, Vigra the following year, concessions were reshuffled, and Braathens was granted a monopoly on services to Ålesund and between Trondheim and Bergen, while it and SAS would compete on services between Oslo and Stavanger, Kristiansand and Trondheim.[16]

Fokker F-27 Friendship
in 1974

Braathens SAFE was the second airline to take delivery of the

Fokker F-27 Friendship. The Friendships, which replaced the DC-3 and Herons were turboprops with pressurized cabins. The first aircraft was delivered in 1958 and the model was put into service on the main routes. Service to Hamar, Farsund and Tønsberg stopped because their runways were too short.[17] Braathens started charter flights to Longyearbyen in 1959, landing on an improvised snow runway.[18] Scheduled service between Oslo via Sandefjord Airport, Torp to Aalborg Airport in Denmark was introduced in 1960.[19] In 1967 Braathens SAFE was granted permission to continue their service between Bergen, Ålesund and Trondheim northwards to Bodø Airport and Tromsø Airport.[20]

Saga Tours started selling Mediterranean charter trips in 1959 and Braathens SAFE operated the flights. At first the DC-4 was used, but from 1961 the airline used the 96-seat Douglas DC-6, reaching seven aircraft in 1967. Braathens bought strategic stakes in both Saga Tours and Sweden's Atlas Resor to secure their share of the charter market.[21] Multilateral agreements allowed any Scandinavian airline to fly charter services from any of the three Scandinavian countries to Spain; while this allowed Braathens SAFE to enter the Swedish and Danish charter market, it increased competition on their home turf.[22]

Entering the Jet Age

Fokker F-28-1000 Fellowship
in 1972

Braathens SAFE ordered three

Fokker F-28 Fellowship, which was planned as the new domestic workhorse.[24] The move would see all the F-27 replaced with F-28.[25] Both jet aircraft were delivered in 1969. This period also saw the gradual retirement of the DC-4 and DC-6.[26]

Molde Airport, Årø in 1972, with Braathens SAFE granted permission to operate the routes.[27] The airline also received permission to operate from Bergen via either Ålesund, Molde or Kristiansund to Bodø and Tromsø.[28] Between 1975 and 1977, the last three F-27 were sold to sister airline Busy Bee, which took over some of the smallest services. "Green Routes" were introduced from 1976, which offered discounts on certain flights with strict conditions.[29] Founder Ludvig G. Braathen died on 27 December 1976, while still acting as chief executive officer (CEO). He was replaced by his son Bjørn G. Braathen.[30] During the 1970s, Braathens SAFE took delivery of eleven 737s, including one with a cargo door, and three with extended range which allowed for non-stop flights to the Canary Islands.[31] Discounted "summer tickets" were introduced from the early 1980s which increased load factor.[32]

Stockholm-Arlanda Airport

Braathens SAFE bought 15 percent of DNL in 1982 and applied for concessions for helicopter services from Stavanger to offshore

Haugesund Airport, Karmøy, Bergen and Stavanger, as well as operate from Sandefjord Airport, Torp.[33]

In an attempt to remain competitive in the charter market from Oslo, Gothenburg and Stockholm, the airline ordered two Boeing 767-200 in 1980. They were configured with 242 seats, fewer than for most charter airlines, which typically had 273. The aircraft were delivered in 1984. [34] Launched as "First Business Class" to charter travelers, the business model was unsuccessful as new customer groups had little willingness to pay. The company was faced with not being able to charter out the plane because of the lower number of seats, but could not put in the extra seats because the aircraft were also used for scheduled flights. As a result, the two aircraft were sold in 1986, and the airline's Swedish charter operations closed in 1988.[35]

Boeing 737-200 in 1987

The four remaining F-28s were also sold in 1986, giving Braathens SAFE a unified 737-200 fleet, reducing operating costs.[36] Six more 737-200 were delivered in 1986.[37] On 1 June 1989, Erik G. Braathen, son of Bjørn G., took over as CEO at the age of 34.[38] With the launch of the Boeing 737 Classic range, Braathens took delivery of the 156-seat 737-400 and the 124-seat 737-500, both featuring glass cockpits. The larger model was mostly used for charter services, while the smaller was mostly used in the domestic market.[39] The first -400 was delivered in 1989 and the first -500 the following year. By 1994 all -200 had been retired.[36]

Deregulation

The first stages towards deregulation started in 1987 with Braathens SAFE being permitted to compete with SAS on the Oslo–Bergen and Western Norway–Trondheim–Bodø–Tromsø route, plus once daily Oslo–Trondheim–Bodø, as well as Tromsø–Longyearbyen, in an attempt to increase domestic competition.

London Gatwick Airport, after the bankruptcies of Norway Airlines and Dan-Air.[42] Busy Bee went bankrupt in 1993 and their regional services were instead subcontracted to Norwegian Air Shuttle.[43][44]

Boeing 737-400 in 1990

Gyda.[49] Braathens Helikopter and Helikopter Service announced on 1 October 1993 that the two companies would merge from 1 January 1994.[50]

The deregulation process, which would eliminate the need for concessions for routes, was driven by Norway's application for membership of the European Union. Since the airline's conception, Braathens SAFE had been a staunch opponent to the concession system and an avid proponent of free competition in the airline industry. With a deregulation around the corner, the airline changed stance and warned against the consequences of a free market. In contrast, SAS embraced the new system.[51] Braathens SAFE's main concern was that their high debt incurred after the purchase of the new aircraft would make them illiquid in a price war.[52] The airline started negotiating airline alliance with larger haulers, but turned both those and a merger proposal with SAS down.[53] The Norwegian airline market was deregulated on 1 April 1994, as the third country in Europe.[52]

A Boeing 737-500 in a special summer livery

Both Braathens SAFE and SAS had been cross-subsidizing their routes as part of the concession agreements, and Braathens SAFE was losing money on the Haugesund–Bergen route and flights to Røros.[54] A three-year wage agreement was reached with the trade unions to keep costs down, and the company raised additional capital in an initial public offering and subsequent listing on the Oslo Stock Exchange on 10 January 1994. After the listing, Braganza retained 69% of the company.[55] On 1 April, service frequencies increased on the Oslo–Bergen route and the airline introduced direct flights from Oslo to Tromsø and Harstad/Narvik Airport, Evenes, later supplemented with direct services to Bodø.[56] The following two years, Braathens SAFE also introduced scheduled international flights to Rome, as well as summer routes to Jersey and Nice.[57] However, Braathens SAFE terminated their routes from Bergen to Bodø, Harstad/Narvik and Tromsø, making the passengers switch planes in Trondheim.[58] Braathens signed agreements with many of Norway's large companies in 1995 in exchange for large discounts.[59]

SAFE goes Back

The airline bought Transwede Airways in 1996, the second-largest domestic airline in Sweden.[60] The goal was to integrate the networks, starting on 18 June with a new service between the two capital cities, one of SAS' most profitable.[57] Braathens announced in 1997 the order of six 134-seat Boeing 737-700,[61] while Transwede started replacing its Fokker 100s with 737s.[62] Transwede changed its name to Braathens Sverige later that year.[63]

In 1997, Braathens changed its name and introduced a new livery, here seen on a Boeing 737-700

From 1998 Braathens SAFE started a strategic partnership with Dutch airline KLM, with KLM purchasing thirty percent of Braathens SAFE[64] and Braathens SAFE taking over most of KLM's routes between Norway and Amsterdam.[65] London services were moved to London Stansted Airport.[66] The KLM agreement came as a response to SAS founding the Star Alliance along with among others Lufthansa.[64]

On 23 March 1998, Braathens SAFE changed its name and corporate identity to Braathens. It introduced a new livery with a blue bottom, and replaced the Norwegian flag on the

Stockholm-Bromma Airport, Göteborg Landvetter Airport, Malmö Airport and London City Airport.[69]

Scandinavian Airlines, Braathens and Color Air aircraft at Oslo Airport, Gardermoen during the price war in 1999

landing slot limitations as the single-runway Fornebu, the three airline set off in a craze to establish new routes. In total, the three companies increased their daily round trip from 138 to 200, and the daily seat capacity from 18,000 to 26,000. Braathens introduced a new route to Haugesund, but saw competition from SAS to Kristiansand and from two airlines to Ålesund.[71]

By the end of 1998, it became clear that Braathens had increased capacity with 20 percent, but only achieved a 5.2 percent ridership increase after the opening of Gardermoen. Similar numbers were applicable for SAS. In particular, the routes from Oslo to Ålesund and Kristiansand had a very low seat utilization; to Ålesund there were 1.2 million flown seats annually between the three airlines, but only 345,000 passengers.[73] Color Air terminated all flights and ceased operations on 27 September 1999.[74] Immediately following the bankruptcy, the two airlines increased their prices.[75] In November, Braathens started to remove routes, and announced they would increase prices by 20 percent. They also reintroduced the Flag of Norway on the tail.[76][77] Both Braathens and SAS lost more than 1 billion Norwegian krone (NOK) in 1999, totaling the cost of the price war between the three airlines to exceed NOK 3 billion.[78]

Transwede Fokker 100
in 1999

Fall and merger with SAS

Arne A. Jensen took over as CEO on 23 July 1999.[79] In February 1999, Braathens merged the Swedish division with Malmö Aviation, to create Braathens Malmö Aviation. At the same time, the airline removed the 'Best' and 'Back' scheme on domestic Swedish flights.[80] In November, Braathens terminated all services in Sweden that were inherited from Transwede.[79] The following two years saw a large increase in ticket prices and a decrease of flights.[81] Several domestic and international routes were cut in 2001, but introduced new international services to leisure destinations.[82]

The SAS Group and Braathens announced on 21 May 2001 that KLM and Braganza had agreed to sell their 69 percent stake in Braathens for NOK 800 million to SAS— putting Braathens' value at NOK 1.1 billion.[83] Because the two would hold a near-monopoly on domestic services, the merger was investigated by the Norwegian Competition Authority.[84] They initially disapproved of the merger,[85] With bankruptcy imminent and no other purchasers interested, the authority gave the green light on 23 October.[86] As a condition, the authority decided to regulate a ban on frequent flyer programs, and stated that it would ban cross-subsidization aimed at underbidding or operating at a loss to force new entrants out of the market.[87]

A Braathens Boeing 737-400 in the airline's final livery

SAS and Braathens split all the routes between them on 2 April 2002. Braathens withdrew from the Oslo to Trondheim, Bergen and Stavanger routes, but took over most flights to Northern Norway.

callsign.[91] From 1 June 2007, SAS Braathens was rebranded to Scandinavian Airlines, making it identical to the branding in Sweden and Denmark, although it remains a separate limited company named SAS Norge AS.[92]

Fleet

Main article: List of aircraft operated by Braathens
BAe 146-200
in advertisement livery in 2000

The airline operated 118 aircraft of 15 different models. The airline has operated at least three models each from Douglas, Fokker and Boeing, in addition to the de Havilland Heron and British Aerospace 146. The airline's most-operated aircraft is the Boeing 737-200, of which it had 20. Braathens has operated five variants of the 737, totaling 64 aircraft.[93][94]

From the establishment, Braathens SAFE's

kings of Norway.[93]

Boeing 737-400 in 1989
List of Braathens aircraft[97][98]
Manufacturer Model Quantity Introduced Retired
Douglas C-54 Skymaster 6 1947 1966
Douglas
C-47 Dakota
 2 1947 1964
de Havilland DH.114 Heron 7 1952 1960
Fokker
F-27 Friendship
 8 1958 1977
Douglas DC-6A/C 1 1961 1965
Douglas DC-6B 7 1962 1973
Fokker
F-28 Fellowship
 6 1969 1986
Boeing 737-200 20 1969 1994
Boeing 767-200 2 1984 1986
Boeing 737-400 7 1989 2004
Boeing 737-500 17 1990 2004
Fokker 100 5 1997 1999
Boeing 737-300 1 1997 1999
Boeing 737-700 13 1998 2004
British Aerospace 146–200 10 1998 2001

Destinations

Main article: List of Braathens destinations
Braathens SAFE Boeing 737-200 in 1976

During its operations, the airline has served 53 airports serving 50 cities. Of these, 25 airports serving 23 cities were in Norway and 6 destinations and cities in Sweden.

Stavanger Airport, Sola.[102]

Prior to 1987[103] the Norwegian aviation market was split between Braathens SAFE and SAS. The two only competed head-on on the routes from Oslo to Stavanger and Trondheim. Braathens held a monopoly on the routes from Oslo to Kristiansand, Ålesund,[104] Molde and Kristiansund,[105] as well as the West Coast route between Bergen, Ålesund, Molde, Kristiansund and Trondheim,[104] as well as from Western Norway to Northern Norway.[106]

Boeing 737-700

With the opening of Gardermoen in 1998, Braathens had expanded its network to direct services from Oslo to Kristiansand, Stavanger, Haugesund, Bergen, Ålesund, Molde, Kristiansund, Trondheim, Bodø, Harstad/Narvik and Tromsø,[101] in addition to a network of direct routes connected many of these airports with each other. In Sweden, Braahtens operated flights from Stockholm to Luleå, Umeå, Sundsvall, Jönköping and Halmstad.[99] From Oslo, international services were provided to Malmö, Stockholm, Billund, Newcastle, London,[103] Jersey, Nice and Rome,[57] and from 2000 to Barcelona, Alicante and Málaga.[107] Service were flown from several Norwegian cities to Amsterdam.[64][65]

Service

Prior to 1998, Braathens had a one-class service; the service included a complimentary

seat pitch. Behind the curtain was the 'Back' category, which had no in-flight meals or newspapers and a smaller pitch. However, a meal with coffee and soft drink could be purchased for NOK 45. Back tickets were sold with a discount, but had to be bought at least seven days before travel, and the traveller had to be away over a weekend. There were also some discounted Best tickets, but these never cost as little as the Back tickets.[67][108]

Braathens' head office - Diamanten- opened in 1985

The 'Best' and 'Back' service was highly criticized by analysts and customers. Braathens SAFE had a strong image as the people's airline, in contrast to SAS' business image. Braathens also drew goodwill from being Norwegian-owned and that it displayed the Flag of Norway on the tailplane. Prior to the rebranding, no airline in Norway had ever operated a two-class service on domestic flights. Professor of Sociology Per Morten Schiefloe commented that the segregation offended passengers: Customers who previously had been paying full price, became more aware of the savings on using 'Back' tickets, while people who wanted to travel with discounted tickets felt they received better service and were not treated as second-rate customers with SAS. The effect was that Braathens lost customers at both ends. The rebranding itself not only cost money to initiate, but also increased operating expenses, because cabin crew needed to move the curtain depending on the number of passengers on each class. Planes were sometimes delayed for hours, particularly in the beginning of the service, due to the increased work load on the handling and cabin crew.[109]

Braathens launched its frequent-flyer program as Bracard in 1985,[110] and rebranded it as Wings in 1999. The membership had three tiers: gold, silver and blue.[111] Until 1997, Braathens had agreements with Finnair and British Airways, where Bracard members received miles on the partners flights. After the partnership with KLM was introduced, Wings-members received miles with KLM, Northwest Airlines, Continental Airlines and Alitalia.[64]

Accidents and incidents

LN-SUG was hijacked in 1985
  • On 7 November 1956, the Heron LN-SUR Lars crashed at Hummelfjell after the aircraft had experienced icing problems. The
    Hummelfjell Accident killed the pilot and one passenger, but the remaining ten people on board survived.[112] Among them was the famous television actor Rolf Kirkvaag, who, despite injury, succeeded at walking to civilization to inform about the accident.[113]
  • On 21 June 1985, the 737-200 LN-SUG Harald Gille Flight 139, with 121 passengers en route from Trondheim to Oslo, was hijacked by the 24-year-old Stein Arvid Huseby. He had threatened a flight attendant with an air gun. He demanded to talk to Prime Minister Kåre Willoch and Minister of Justice Mona Røkke and a press conference to make a political statement. Those demands were not met, and he surrendered after 4.5 hours after he demanded and had a few beers. This was the first hijacking in Norway.[116][117][118]

References

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    ISBN 82-990400-1-9.{{cite book}}: CS1 maint: location missing publisher (link
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Notes
  1. ^ Tjomsland and Wilsberg, 1995: 22
  2. ^ Tjomsland and Wilsberg, 1995: 30–31
  3. ^ Tjomsland and Wilsberg, 1995: 17
  4. ^ Tjomsland and Wilsberg, 1995: 31–34
  5. ^ Tjomsland and Wilsberg, 1995: 34–35
  6. ^ Tjomsland and Wilsberg, 1995: 35–43
  7. ^ Tjomsland and Wilsberg, 1995: 27
  8. ^ Tjomsland and Wilsberg, 1995: 39–46
  9. ^ Tjomsland and Wilsberg, 1995: 47–49
  10. ^ Tjomsland and Wilsberg, 1995: 49–54
  11. ^ Tjomsland and Wilsberg, 1995: 54–62
  12. ^ Tjomsland and Wilsberg, 1995: 75–83
  13. ^ Tjomsland and Wilsberg, 1995: 64–65
  14. ^ Tjomsland and Wilsberg, 1995: 66–70
  15. ^ Tjomsland and Wilsberg, 1995: 104–108
  16. ^ Tjomsland and Wilsberg, 1995: 112
  17. ^ Tjomsland and Wilsberg, 1995: 118–120
  18. ^ Tjomsland and Wilsberg, 1995: 155–158
  19. ^ Tjomsland and Wilsberg, 1995: 121
  20. ^ Tjomsland and Wilsberg, 1995: 165–172
  21. ^ Tjomsland and Wilsberg, 1995: 131–134
  22. ^ Tjomsland and Wilsberg, 1995: 134–138
  23. ^ Tjomsland and Wilsberg, 1995: 167
  24. ^ Tjomsland and Wilsberg, 1995: 243–245
  25. ^ Tjomsland and Wilsberg, 1995: 173–178
  26. ^ Tjomsland and Wilsberg, 1995: 180–182
  27. ^ Tjomsland and Wilsberg, 1995: 183
  28. ^ Tjomsland and Wilsberg, 1995: 186–194
  29. ^ Tjomsland and Wilsberg, 1995: 203–211
  30. ^ Tjomsland and Wilsberg, 1995: 212–213
  31. ^ Tjomsland and Wilsberg, 1995: 237
  32. ^ Tjomsland and Wilsberg, 1995: 261–267
  33. ^ Tjomsland and Wilsberg, 1995: 268–277
  34. ^ Tjomsland and Wilsberg, 1995: 144–148
  35. ^ Tjomsland and Wilsberg, 1995: 148–150
  36. ^ a b Tjomsland and Wilsberg, 1995: 364–365
  37. ^ Tjomsland and Wilsberg (1995): 274
  38. ^ Tjomsland and Wilsberg, 1995: 305
  39. ^ Tjomsland and Wilsberg, 1995: 247–249
  40. ^ Tjomsland and Wilsberg, 1995: 291–294
  41. ^ Tjomsland and Wilsberg, 1995: 295–300
  42. ^ Tjomsland and Wilsberg, 1995: 299–304
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  51. ^ Tjomsland and Wilsberg, 1995: 320–322
  52. ^ a b Tjomsland and Wilsberg, 1995: 327–334
  53. ^ Tjomsland and Wilsberg, 1995: 308–317
  54. ^ Tjomsland and Wilsberg, 1995: 334–335
  55. ^ Tjomsland and Wilsberg, 1995: 336–339
  56. ^ Tjomsland and Wilsberg, 1995: 340–341
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