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The cathedral has been a focus of Mexican cultural identity , and is a testament to its colonial history . Researcher Manuel Rivera Cambas reported that the cathedral was built on the site sacred precinct of the Aztecs and with the very stones of their temples so that the Spaniards could lay claim to the land and the people . Hernán Cortés supposedly laid the first stone of the original church personally .
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It once was an important religious center , used exclusively by the prominent families of New Spain . In 1864 , during the Second Mexican Empire , Emperor Maximilian of Habsburg and Empress Charlotte of Belgium ( later known as Maximiliano and Carlota of Mexico ) were crowned at the cathedral after the magnificent arrival to the head city of their reign .
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Located on the Zocalo it has , over time , been the focus of social and cultural activities , most of which have occurred in the 20th and 21st centuries . The cathedral was closed for four years while President Plutarco Elías Calles attempted to enforce Mexico 's anti @-@ religious laws . Pope Pius XI closed the church , ordering priests to cease their public religious duties in all Mexican churches . After the Mexican government and the papacy came to terms and major renovations were performed on the cathedral , it reopened in 1930 .
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The cathedral has been the scene of several protests both from the church and to the church , including a protest by women over the Church 's exhortation for women not to wear mini @-@ skirts and other provocative clothing to avoid rape , and a candlelight vigil to protest against kidnappings in Mexico . The cathedral itself has been used to protest against social issues . Its bells rang to express the archdiocese 's opposition to the Supreme Court upholding of Mexico City 's legalization of abortion .
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Probably the most serious recent event occurred on 18 November 2007 , when sympathizers of the Party of the Democratic Revolution attacked the cathedral . About 150 protesters stormed into Sunday Mass chanting slogans and knocking over pews . This caused church officials to close and lock the cathedral for a number of days . The cathedral reopened with new security measures , such as bag searches , in place .
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= = = Gallery = = =
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= USS Illinois ( BB @-@ 7 ) =
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USS Illinois ( BB @-@ 7 ) was a pre @-@ dreadnought battleship built for the United States Navy . She was the lead ship of the Illinois class , and was the second ship of the U.S. Navy to be named for the 21st state . Her keel was laid in February 1897 at the Newport News Shipbuilding & Dry Dock Company , and she was launched in October 1898 . She was commissioned in September 1901 . The ship was armed with a main battery of four 13 @-@ inch ( 330 mm ) guns and she had a top speed of 16 knots ( 30 km / h ; 18 mph ) .
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Illinois served with the European Squadron from 1902 to 1903 , and with the North Atlantic Fleet until 1907 , by which time it had been renamed the Atlantic Fleet . During this time , she accidentally collided with two other battleships . From December 1907 to February 1909 , she circumnavigated the globe with the Great White Fleet . From November 1912 , the ship was used as a training ship . She was lent to the state of New York in 1919 for use as a training vessel for the New York State Militia . The ship was converted into a floating armory in 1924 as a result of the Washington Naval Treaty , and it was under this guise that she served for the next thirty years . In January 1941 she was renamed Prairie State and reclassified as IX @-@ 15 so that the name could be given to Illinois , a projected Iowa @-@ class battleship . Prairie State was ultimately sold for scrap in 1956 .
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= = Description = =
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Illinois was 374 feet ( 114 m ) long overall and had a beam of 72 ft 3 in ( 22 @.@ 02 m ) and a draft of 23 ft 6 in ( 7 @.@ 16 m ) . She displaced 11 @,@ 565 long tons ( 11 @,@ 751 t ) as designed and up to 12 @,@ 250 long tons ( 12 @,@ 450 t ) at full load . The ship was powered by two @-@ shaft triple @-@ expansion steam engines rated at 16 @,@ 000 indicated horsepower ( 12 @,@ 000 kW ) and eight coal @-@ fired fire @-@ tube boilers , generating a top speed of 16 knots ( 30 km / h ; 18 mph ) . As built , she was fitted with heavy military masts , but these were replaced by cage masts in 1909 . She had a crew of 536 officers and enlisted men , which increased to 690 – 713 .
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She was armed with a main battery of four 13 in ( 330 mm ) / 35 caliber guns guns in two twin gun turrets on the centerline , one forward and aft . The secondary battery consisted of fourteen 6 in ( 152 mm ) / 40 caliber Mark IV guns , which were placed in casemates in the hull . For close @-@ range defense against torpedo boats , she carried sixteen 6 @-@ pounder guns mounted in casemates along the side of the hull and six 1 @-@ pounder guns . As was standard for capital ships of the period , Illinois carried four 18 in ( 457 mm ) torpedo tubes in deck mounted launchers .
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Illinois 's main armored belt was 16 @.@ 5 in ( 419 mm ) thick over the magazines and the machinery spaces and 4 in ( 102 mm ) elsewhere . The main battery gun turrets had 14 @-@ inch ( 356 mm ) thick faces , and the supporting barbettes had 15 in ( 381 mm ) of armor plating on their exposed sides . Armor that was 6 in thick protected the secondary battery . The conning tower had 10 in ( 254 mm ) thick sides .
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= = Service history = =
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Illinois was laid down on 10 February 1897 by the Newport News Shipbuilding & Dry Dock Company of Newport News , Virginia . She was launched on 4 October 1898 , sponsored by Miss Nancy Leiter , daughter of Chicago multi @-@ millionaire Levi Leiter and commissioned on 16 September 1901 . The ship 's first commander was Captain George A. Converse . Illinois was the first member of her class to be authorized , but the last to enter service . After commissioning , the ship began a shakedown cruise in the Chesapeake Bay , followed by initial training . She left the area on 20 November to test a new floating dry dock in Algiers , Louisiana . The ship was back in Newport News in January 1902 . She served briefly as the flagship of Rear Admiral Robley D. Evans from 15 to 28 February ; during this period , she took part in a reception for Prince Henry of Prussia , the brother of the German Kaiser .
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On 30 April , now flying the flag of Rear Admiral A.S. Crowninshield , Illinois departed for a tour of Europe . She stopped in Naples , Italy on 18 May ; here , Crowninshield took command of the European Squadron . Illinois took part in training exercises and ceremonial duties in European waters for the next two months , until 14 July , when she ran aground outside Oslo , Norway . She had to steam to Britain for repairs , which were carried out at Chatham . She left the port on 1 September for maneuvers with the rest of the fleet in the Mediterranean and South Atlantic . On 10 January 1903 , Illinois was reassigned to the North Atlantic Fleet , where she remained for the next four years . Her time was occupied with peacetime training exercises , gunnery practice , and various ceremonial activities . During this period , she was involved in two accidents with other battleships of the North Atlantic Fleet . The first took place on 30 March 1903 , when she collided with Missouri . The second collision occurred on 31 July 1906 , and took place with her sister ship Alabama . Also that year , Illinois was the first ship to win the Battenberg Cup .
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The ship 's next significant action was the cruise of the Great White Fleet around the world , which started with a naval review for President Theodore Roosevelt in Hampton Roads . On 17 December , the fleet steamed out of Hampton Roads and cruised south to the Caribbean and then to South America , making stops in Port of Spain , Rio de Janeiro , Punta Arenas , and Valparaíso , among other cities . After arriving in Mexico in March 1908 , the fleet spent three weeks conducting gunnery practice . The fleet then resumed its voyage up the Pacific coast of the Americas , stopping in San Francisco and Seattle before crossing the Pacific to Australia , stopping in Hawaii on the way . Stops in the South Pacific included Melbourne , Sydney , and Auckland .
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After leaving Australia , the fleet turned north for the Philippines , stopping in Manila , before continuing on to Japan where a welcoming ceremony was held in Yokohama . Three weeks of exercises followed in Subic Bay in the Philippines in November . The ships passed Singapore on 6 December and entered the Indian Ocean ; they coaled in Colombo before proceeding to the Suez Canal and coaling again at Port Said , Egypt . While there , the American fleet received word of an earthquake in Sicily . Illinois , the battleship Connecticut , and the supply ship Culgoa were sent to assist the relief effort . The fleet called in several Mediterranean ports before stopping in Gibraltar , where an international fleet of British , Russian , French , and Dutch warships greeted the Americans . The ships then crossed the Atlantic to return to Hampton Roads on 22 February 1909 , having traveled 46 @,@ 729 nautical miles ( 86 @,@ 542 km ; 53 @,@ 775 mi ) . There , they conducted a naval review for Theodore Roosevelt .
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On 4 August 1909 , Illinois was decommissioned in Boston . The ship then underwent a major modernization , receiving new " cage " masts and more modern equipment . She spent the next three years in active service with the fleet , before being decommissioned once more on 16 April 1912 . She returned to service on 2 November for major training maneuvers with the Atlantic Fleet . Illinois made training cruises to Europe with midshipmen from the US Naval Academy in mid @-@ 1913 and 1914 . By 1919 , she had been decommissioned at the Philadelphia Navy Yard . On 23 October 1921 , she was loaned to the New York Naval Militia for training purposes . The 1922 Washington Naval Treaty , which mandated significant reductions in naval strength , stipulated that Illinois must be rendered incapable of warlike action . As a result , she was converted into a floating armory at the New York Navy Yard in 1924 and was assigned to the New York Naval Reserve .
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On 8 January 1941 , the ship was reclassified from BB @-@ 7 to IX @-@ 15 , and was renamed Prairie State so that her name could be used for the new battleship Illinois , which would be laid down a week later . Throughout World War II , she served with the U.S. Naval Reserve Midshipmen 's School , based in New York . After the end of the war , Prairie State was kept as a barracks ship for a Naval Reserve unit . On 31 December 1955 , the old ship was stricken and subsequently towed to Baltimore , where she was sold for scrap to the Bethlehem Steel Company on 18 May 1956 .
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= = Silver Service = =
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On 17 November 1901 , Illinois was presented with a silver service dining set provided by the state of Illinois and presented by Senator William E. Mason . It consisted of a large and small punch bowl , two candelabra , an ornamented fruit dish , a small fruit dish , two epicurean dishes , a large centerpiece and a ladle . Each item featured engravings of the crest of Illinois and an ear of corn . In 1943 , the silver service was transferred to the Illinois Executive Mansion .
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= The Archaeology of Ritual and Magic =
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The Archaeology of Ritual and Magic is an archaeological study of the material evidence for ritual and magical practices in Europe , containing a particular emphasis on London and South East England . It was written by the English archaeologist Ralph Merrifield , the former deputy director of the Museum of London , and first published by B.T. Batsford in 1987 .
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Merrifield opens The Archaeology of Ritual and Magic by discussing how archaeologists have understood magic and ritual practices in past societies , opining that on the whole it had been a neglected area of study . Looking at the archaeological evidence for ritual activity in the pre @-@ Roman Iron Age and the Roman Iron Age of Britain , he discusses animal and human sacrifice , as well as the offering of votive deposits in rivers and other bodies of water . He moves on to explore the rituals surrounding death and burial , suggesting areas where this ritual activity is visible in the burial record of multiple societies . Merrifield goes on to discuss the archaeological evidence for ritual practices in Christian Europe , highlighting areas of ritual continuance from earlier pagan periods , in particular the deposition of metal goods in water . Looking at the evidence for foundation deposits in European buildings that likely had magico @-@ religious purposes , he then looks at several examples of written charms and spells which have survived in the archaeological record .
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Upon publication , The Archaeology of Ritual and Magic received predominantly positive reviews in academic peer @-@ reviewed journals such as Folklore and The Antiquaries Journal . In ensuing years , the book has been widely cited by scholars as an influential and pioneering text in the study of the archaeology of ritual and magic .
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= = Background = =
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Ralph Merrifield ( 1913 – 1995 ) was born and raised in Brighton , and , following an education at Varndean Grammar School , he worked at Brighton Museum . Gaining a London External Degree in anthropology in 1935 , he developed a lifelong interest in the religious and magical beliefs of England . After serving in the Royal Air Force during the Second World War , he returned to working at Brighton Museum , but in 1950 was appointed Assistant Keeper of the Guildhall Museum in the City of London . Over a six @-@ month period in 1956 and 1957 , he was stationed in Accra , Ghana , where he worked at the National Museum of Ghana , organising the collection in preparation for the country 's independence from the British Empire in March 1957 . Returning to the Guildhall Museum , Merrifield compiled the first detailed study of Roman London for 35 years , which was published as The Roman City of London ( 1965 ) . Following the creation of the Museum of London in 1975 , he became its Deputy Director , a post which he held until his retirement in 1978 .
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In the preface of The Archaeology of Ritual and Magic , Merrifield noted that the book 's bias was to the archaeology of London , and that this was particularly evident in its use of illustrations . He dedicated the book to the memory of H.S. Toms , the former Curator of Brighton Museum and a one @-@ time assistant to the archaeologist Augustus Pitt Rivers ; in his dedication , Merrifield noted that Toms had been his " first mentor in archaeology and folk studies " .
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= = Synopsis = =
| 055eb4fc391ee73feef058e27571861e | 15,250 |
In his preface , Merrifield noted that while archaeologists studying prehistoric periods have paid increasing attention to the evidence for ritual and magic in the archaeological record , their counterparts working in later historical periods have failed to follow their lead . Presenting this book as a rectifier , he outlines his intentions and the study 's limitations .
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Chapter one , " Ritual and the archaeologist " , begins by describing the ritual deposits from the pre @-@ Roman Iron Age sites of Cadbury Castle and Danebury , hillforts in southern Britain . Merrifield laments the fact that the majority of archaeologists , particularly those studying literate , historical periods , have avoided ritual explanations for unusual phenomenon in the archaeological record ; he believes that they exhibit a " ritual phobia " . He contrasts this view with that of those archaeologists studying the Neolithic and Bronze Age Britain , who have widely accepted the ritual uses of chambered tombs and stone circles . He specifies particular definitions for words such as " ritual " , " religion " and " superstition " , arguing that such terms must be used with precision by archaeologists . Offering a case study , he describes how Neolithic stone axes were adopted as amulets or talismans in the later Roman Iron Age onward in Britain , and that as such archaeologists should expect to find them in non @-@ prehistoric contexts .
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In the second chapter , " Offerings to earth and water in Pre @-@ Roman and Roman Times " , Merrifield explores the various forms of archaeological evidence for ritual deposits in the pre @-@ Roman Iron Age and the Roman Iron Age of Britain . He provides an overview of the evidence for animal and human sacrifice , as well as that in support of ritual offerings in bodies of water such as the River Thames . Merrifield deals with votive deposits on land , in particular looking at the evidence for deposition in ditches , shafts and wells . He rounds off the chapter by examining evidence for Iron Age rituals that took place at the commencement and termination of building constructions . Chapter three , " Rituals of Death " , deals with the religious rituals accompanying death and burial , and their visibility in the archaeological record . It explains the three main ways which human communities have dealt with the corpses of the dead : through exposing them to elements and scavengers , through inhumation and through cremation . Looing at beliefs surrounding the afterlife , Merrifield discusses ways in which these beliefs might be visible in the archaeological record , such as through the deposition of grave goods . Discussing evidence for rituals of separation through which the deceased is separated from the world of the living , including those that deal with the decapitation of the body , Merrifield then looks at the effect of Christianity on burials in Europe , arguing that it brought a new intimacy with the dead through the collection of relics , which was in contrast to the pagan beliefs of the Roman Empire , which portrayed the deceased as unclean .
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The fourth chapter , " From Paganism to Christianity " , explores the continuing practice of ritual in Christian Europe . Discussing the early Roman Catholic Church 's demonisation of pagan deities , Merrifield states that the Church continued propagating a form of polytheism through the " cult of the blessed dead " , the veneration of saints and martyrs , throughout the Middle Ages . Discussing the ritual use of Christian relics , he also looks at votive offerings that were presented in a Christian context at shrines and churches , paying particular reference to the tradition of offering bent coins to shrines in Late Medieval England . Examining the construction of churches on earlier pagan ritual sites , he deals with evidence for the destruction of pagan statues by the early Christians .
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Chapter five , " Survivals , revivals and reinterpretations " , continues Merrifield 's exploration of ritual practices in Christian Europe . He examines Late- and Post @-@ Medieval items that have been deposited in rivers , including swords and pilgrimage souvenirs , speculating that their deposition might represent a survival from the pagan tradition of casting votive offerings into water . He speculates that the contemporary practice of throwing a coin into a fountain for good luck is a further survival of the custom . He then discusses the evidence for ritual foundation deposits under buildings , noting the widespread Medieval deposition of an animal 's head or jaw in a construction 's foundations , presumably for protective magical purposes . Proceeding to deal with the Late- and Post @-@ Medieval deposition of pots under foundations , he looks at their place in churches , where it was believed that they aided the acoustics . Continuing with this theme , he discusses the British folk custom of burying a horse 's head under the floor to improve a building 's acoustics , speculating as to whether this was a survival of the pagan foundation deposit custom . Rounding off the chapter , Merrifield examines at magical items that have been intentionally placed in the walls , chimneys and roofs of buildings in Britain , in particular the widespread use of dead cats and old shoes .
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In the sixth chapter , " Written spells and charms " , Merrifield discusses the use of the written word in magical contexts . Highlighting archaeological examples from the ancient Graeco @-@ Roman world , he looks at inscriptions on lead tablets that were buried in cemeteries and amphitheatres , both places associated with the dead . Moving on to the use of magic squares , Merrifield highlights various examples of the Sator square in archaeological contexts , before also discussing squares that contained numerical data with astrological significance . He rounds off the chapter with an examination of Post @-@ Medieval curses and charms containing the written word , citing examples that have been found by archaeologists across Britain , hidden inside various parts of buildings . In the seventh chapter , " Charms against witchcraft " , he deals with archaeological evidence for a variety of Early Modern and Modern British spells designed to ward off malevolent witchcraft . After briefly discussing the role of holed stone charms , he looks at the evidence for witch bottles , making reference to their relation to beliefs about witches ' familiars . Proceeding to focus on 19th- and 20th @-@ century examples , Merrifield discusses the case of James Murrell , an English cunning man , and his involvement with the witch bottle tradition . Merrifield 's final chapter , " The ritual of superstition : recognition and potential for study " , provides an overview of the entire book , highlighting the evidence of ritual continuity from pre @-@ Christian periods to the present day . Pointing out what he sees as areas of further exploration for archaeologists , he calls for " systematic investigation " of the subject .
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= = Reception and recognition = =
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= = = Academic reviews = = =
| 33f4a1763a226f714e1abfbd9073f9a7 | 15,262 |
The Archaeology of Ritual and Magic was reviewed by John Hutchings for the Folklore journal , the published arm of The Folklore Society . He highlighted how the work would be of benefit to folklorists , by putting various charms then in museum exhibits – such as dead cats , buried shoes and witch bottles – into the wider context of ritual activity . He opined that it was " a little disappointing " that the examples were almost all from London and the Home Counties , but described the book as " lucidly written , carefully argued , and well illustrated . "
| 12bcf7db8689e7948ce5ceb1bcc4aba2 | 15,264 |
In a short review for The Antiquaries Journal , the historian of religion Hilda Ellis Davidson praised the " cautious and balanced arguments " of Merrifield 's work . She opined that it should be read by every archaeologist as a corrective to what she thought was their widespread ignorance of folklore , noting that the wide array of evidence for ritual behaviour in the archaeological record would surprise " many readers " .
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= = = Wider recognition = = =
| 3e3e4345e7adbf9638d84fdd8bd20e9e | 15,267 |
Writing Merrifield 's obituary for The Independent newspaper , the Museum of London archaeologist Peter Marsden described The Archaeology of Ritual and Magic as " a masterly study of an unusual subject . " The importance of Merrifield 's book was discussed by the Englishman Brian Hoggard , an independent researcher who authored a 2004 academic paper entitled " The archaeology of counter @-@ witchcraft and popular magic " . Being published in the Beyond the Witch Trials anthology , edited by the historians Owen Davies and Willem de Blécourt , Hoggard recounted that The Archaeology of Ritual and Magic was the " notable exception " to a trend in which archaeological studies of magic were restricted to small journals , magazines and newspaper articles .
| a3102f0902e35d1a177e0eaf95134849 | 15,269 |
The influential nature of Merrifield 's work was also recognised by the Medieval archaeologist Roberta Gilchrist of the University of Reading . In an academic paper published in a 2008 edition of the Medieval Archaeology journal , Gilchrist referenced Merrifield 's study , noting that it offered a " rare contribution " to the archaeology of ritual and magic in Britain . In particular she highlighted his belief that many archaeologists dealing with literate cultures exhibited a " ritual phobia " as accurate .
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= History of Braathens SAFE ( 1946 – 93 ) =
| 6a03196ef7618ca6f0c81256a10aeff1 | 15,273 |
Braathens South American & Far East Airtransport A / S or Braathens SAFE was founded by ship @-@ owner Ludvig G. Braathen in 1946 . It started as a charter airline based at Oslo Airport , Gardermoen in Norway , flying to destinations in the Far East and in South America . At first the airline used Douglas DC @-@ 4s , and later also Douglas DC @-@ 3s . In 1948 , the airline moved to Oslo Airport , Fornebu and started regular scheduled flights to the Far East . In 1952 , the airline started cooperation with the Icelandic airline Loftleidir , where until 1960 the two airlines in cooperation flew flights to Reykjavík . Domestic services started in 1951 , using de Havilland Herons on a route from Oslo to Stavanger via Tønsberg . Braathens SAFE also established at Stavanger Airport , Sola . A second route was started two years later to Trondheim . The Heron routes also stopped in Farsund , Kristiansand , Notodden to Stavanger and Hamar , Røros to Trondheim .
| 8b0e3a7a402e5a3ad4b7347ac4f551a7 | 15,275 |
In 1958 , Braathens SAFE started flying to Ålesund and at the same time started flights along the West Coast . In 1959 , Fokker F @-@ 27s were taken into use , and with the Herons taken out of service , Hamar , Farsund and Tønsberg were terminated . During 1960 , the airline flew a single season to Sandefjord and Aalborg . The company also entered the domestic and international charter market during the 1960s , an industry where the airline would eventually grow to become a large Norwegian and Swedish contestant . Services to Bodø and Tromsø started in 1967 , although only from Western Norway . Braathens ' main domestic competitor was Scandinavian Airlines System ( SAS ) , which operated all the primary domestic routes Braathens SAFE did not , in addition to the international routes . Braathens took Boeing 737 @-@ 200s and Fokker F @-@ 28s into use in 1969 ; Kristiansund was first served in 1970 and Molde in 1972 . From 1984 , the airline also operated two Boeing 767s , although they were retired along with the F @-@ 28s were in 1986 . Services to Longyearbyen started in 1987 . From 1987 , Braathens SAFE was allowed to make international scheduled flights on certain routes . In 1989 , it opened a route to Billund , in 1991 to Malmö , Newcastle and London , and in 1993 to Murmansk . From 1989 to 1994 , the airline replaced its fleet with Boeing 737 @-@ 400 and -500s . From 1989 to 1994 , Braathens Helikopter operated services on contract with oil companies to their oil platforms in the North Sea .
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= = Far East = =
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Braathens South American & Far East Airtransport A / S was founded on 26 March 1946 by Ludvig G. Braathen through his shipping company Braathens Rederi . Share capital was NOK 4 million , plus loans from the shipping company . Braathens had made good money during World War II with the participation in the Norwegian Shipping and Trade Mission , and received permission to use US $ 1 million to purchase aircraft . The idea to start an airline had occurred to Braathen in 1936 , when the ship Brajara had engine trouble while en route to Japan . The Japanese shipyards could not guarantee that they could repair the ship , and at first it was considered whether the ship should be towed to Europe for repairs . The solution chosen was instead to have the necessary piece made in Amsterdam and flown by KLM . Braathen wanted to have an airline that would be able to fly crew and supplies to his and other ships throughout the world — primarily in the Far East .
| 1f46cbf3cec7e7d16ac752117981bd7b | 15,280 |
Braathen traveled to the United States , where he bought several used Douglas C @-@ 54 ( DC @-@ 4 ) aircraft from the United States Air Force . These were rebuilt by Texas Maintenance Company ( Temco ) in Fort Worth , Texas , giving them a capacity of 44 passengers , or 22 passengers and 4 tonnes ( 3 @.@ 9 long tons ; 4 @.@ 4 short tons ) of cargo . 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 . The next planes were LN @-@ HAT Norse Skyfarer on 11 February 1947 and LN @-@ NAU Norse Trader on 13 March .
| 0b69a48171c83a49a56d17a46f897eed | 15,281 |
The first route ran from Oslo to Cairo via Copenhagen and Paris on 30 January 1947 . Afterwards , the company was chartered for several trips from Paris and Marseille , France , to Lydda , Palestine , and Tunis , Tunisia . From Lydda , the aircraft were used to evacuate French and British personnel prior to the creation of Israel . The company 's route to Hong Kong was the longest air route in the world . At the time , the only scheduled service to the Far East was operated by British Overseas Airways Corporation using Sandringham flying boats . This route took a fortnight , while KLM had a land @-@ plane route from Amsterdam to Batavia ( Djarkarta ) . The first Braathens SAFE flight was made on 24 February from Oslo , landing at Amsterdam , Marseille , Cairo , Basra , Karachi , Culcutta and Bangkok before Hong Kong , where Norske Skyfarer landed on 8 March . Total flight time was 46 hours . Along the route , Braathens SAFE established contracts with agents , or stationed their own employees .
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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 . At first there were semiweekly services , but by the end of 1947 , these had increased to weekly . In June , Braathens SAFE bought a Douglas DC @-@ 3 , LN @-@ PAS Norse Carrier , and in August another DC @-@ 4 , LN @-@ PAW Norse Commander , both from KLM . In 1947 , Braathens SAFE flew twenty @-@ five trips to Hong Kong , five to New York and one to Johannesburg , South Africa , making a profit of NOK 750 @,@ 000 . The following year , Braathens SAFE started the first trial flights to South America . The first flight was made on 23 August from Stavanger via Reykjavík , Gander and Bermuda to Caracas , where the plane landed on 26 August . In October , the airline flew to Panama , but neither route gave sufficient contracts to commence regular services . In 1948 , the airline made fifty trips to Hong Kong , eight to Johannesburg , two to the United States , three to Venezuela and two to Panama .
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= = Concession = =
| 0d7eed2d8c096bc9cb7756c07b64280c | 15,285 |
During World War II , the civil aviation planning was conducted by the Aviation Council . In 1945 , they started a limited number of flights that were operated by the Royal Norwegian Air Force . On 2 July 1946 , the Norwegian Ministry of Transport and Communications , several large shipping companies and other private investors reestablished Det Norske Luftfartselskap ( DNL ) , with the state owning 20 % and the shipping companies 49 % . This airline was granted a 20 @-@ year monopoly on domestic and international flights . According to the concession , only routes that DNL were not willing to fly themselves , could be granted to other airlines .
| 8200d884c7b5ef4912276a65407f719c | 15,287 |
By 1948 , Braathens SAFE 's routes were so regular that several countries stated that a bilateral agreement would have to be negotiated for them to continue . However , the concession that had been granted to DNL did not allow Braathens to fly any scheduled flights . Braathens SAFE applied for fifteen @-@ year concession on 5 February 1948 ; Minister of Transport Nils Langhelle from the Labor Party knew that he would be violating DNL 's concession by granting Braathens SAFE a concession , but at the same time he was worried that Braathens SAFE could easily flag out to another country , from which DNL would receive no protection . The exception in DNL 's concession could not be used , since DNL declared that they , through the Scandinavian cooperation Scandinavian Airlines System ( SAS ) , were planning to start a route to the far east . The Directorate for Civil Aviation stated that it was unlikely that DNL / SAS would start such a route within a few years , and recommended Langhelle that Braathens SAFE be granted the route . Concession was granted by the Norwegian Parliament on 3 February 1949 , with a duration of five years . The airline had to follow the route Oslo or Stavanger – Amsterdam – Geneva – Rome – Cairo – Basra – Karachi – Bombay – Calcutta – Bangkok – Hong Kong . The concession was made conditional that Braathens SAFE built a technical base at Stavanger Airport , Sola .
| dc9522cfaf996ea4b6f1dd034efc45ae | 15,288 |
The Hong Kong @-@ route was officially opened on 5 August 1949 . Braathens SAFE had then moved its operative base from Gardermoen to Oslo Airport , Fornebu . The company stationed technical employees in Rome , Karachi , Bangkok and Hong Kong , as well as having an agreement with KLM . The planes would stop each night and crew and passengers would stay at a hotel . Cabin crew had no training , and learned the job as they worked . Chicken was the most common lunch meal , and the cabin crew had to purchase this fresh each day , usually observing the slaughter to ensure its freshness . In 1949 , sixty @-@ seven flights were made to Hong Kong , as well as two to Tokyo , to Venezuela and one to Johannesburg .
| 0765fe0b74e43e26e27aa7c598664d95 | 15,289 |
In 1950 , it became increasingly clear that the SAS @-@ cooperation was weak , and that either a full merger or a discontinuation of the cooperation would be necessary . Braathen suggested to the government that DNL , Fred . Olsen Airtransport and Braathens SAFE should merge to create a new domestic airline , but this proposal was rejected by both DNL and Fred . Olsen . In 1949 , the Swedish branch of SAS , Aerotransport ( ABA ) , and the Danish branch , Det Danske Luftfartselskab ( DDL ) started a joint route to the Far East . For a merger to be completed , Danish and Swedish authorities required that SAS be granted all international routes from Norway , meaning that Braathens SAFE would lose its concession from 1 March 1954 . The SAS merger was completed on 8 August 1951 .
| ea40231d496251b4cef496e8c7588ae2 | 15,290 |
Braathens SAFE applied for a concession on a route from Norway to New York on 27 March 1950 . This would allow the airline to connect the route to the Hong Kong @-@ flights , giving one continual service . The proposal would involve the purchase of Douglas DC @-@ 6B or Lockheed L @-@ 1049 Super Constellation aircraft . The proposal was rejected by the government on 19 April . The following year , Braathens SAFE applied to extend the route to Tokyo , but this was also rejected by the government . In 1951 , the company applied to purchase two Super Constellations to replace two sold DC @-@ 4s , which was granted , and on 14 January 1953 for an extension of the concession for another ten years . On 13 November 1953 , the government rejected the concession application , stating that Norway was bound to grant the concession to SAS on the basis of the merger agreement .
| 03ee1fa056543156aee5ae0dfd86b173 | 15,291 |
= = = Icelandic cooperation = = =
| 9168307db9727b40e50c148c4e0e0cce | 15,293 |
In 1952 , the Icelandic airline Loftleidir was granted the concession to fly from Keflavík Airport outside Reykjavík to New York and Chicago in the United States , and to Oslo , Copenhagen and London . The company established a hub at Keflavík . Braathens SAFE and Loftleidir made an agreement where Braathens SAFE would lease personnel and mechanical services to Loftleidir , and the two would split profits from the joint venture evenly . This allowed the two airlines to have a continual route between Hong Kong and New York as long as Braathens SAFE 's concession lasted . In 1954 , another DC @-@ 4 , LN @-@ HHK , was bought . This aircraft was sold to Loftleidir the following year . In 1956 , another DC @-@ 4 , LN @-@ SUP , was bought , and used for charter and by Loftleidir . In 1959 and 1960 , Loftleidir received two new Douglas DC @-@ 6B aircraft , with a five @-@ year mechanical agreement with Braathens SAFE . In 1960 , the two companies agreed to terminate the cooperation from 1 January 1961 .
| a8129cc13ab20a2c40b23b8a5c9b1159 | 15,295 |
= = Domestic with Herons = =
| a78ea3a4a6b2da64e2c44e9cf56d0ee3 | 15,297 |
From 1950 , Braathens SAFE started flying charter services to Europe with Douglas DC @-@ 6 , mainly to Copenhagen and Paris . DNL protested because Braathens SAFE was charging too low ticket prices , while DDL protested against the flights to Copenhagen . In September 1951 , Braathens SAFE offered Danish authorities to fly all domestic routes without subsidies , but this was rejected because such a permit could only be issued to Danish airlines . After World War II , only Fornebu , Stavanger Airport , Sola and Kristiansand Airport , Kjevik were in use as land airport . A plan for construction was passed by parliament in 1952 , that based the financing of airports as joint civilian and military airports , with funding from NATO .
| 4e437c7d33afb2c268323dd696a47cfa | 15,299 |
In 1951 , Braathens SAFE applied for concession for a route from Oslo to Bodø via Trondheim without subsidies . They also stated that they were willing to fly all domestic routes without subsidies , granted that they were awarded all routes . This was based on the acquisition of de Havilland Heron aircraft , which could use shorter runways and has a capacity of 15 people . SAS was granted the concession to Bodø and Trondheim , but the Ministry of Transport issued a concession to Braathens SAFE on the route from Oslo via Tønsberg Airport , Jarlsberg to Stavanger . The plane started in Stavanger in the morning , and operated the opposite direction of SAS ' route from Oslo to Stavanger , which continued onwards to London . The first flight was made on 3 May 1952 , with the Heron LN @-@ PSG Per . From 7 to 14 May , the plane went on a tour of the country , visiting several airports . Regular services started on 18 August and a one @-@ way ticket cost NOK 95 .
| c152d5c5e58bd95c48d957e6905f5b21 | 15,300 |
On 30 January 1953 , Braathens SAFE applied to start a route from Oslo to Trondheim Airport , Lade . A trial permit was granted , and the first flight was made on 18 August . Because Lade had a grass runway , Trondheim Airport , Værnes was used during bad weather . SAS flew a morning flight from Oslo , while Braathens flew the morning route from Trondheim . In 1953 , Braathens SAFE stated that to keep their 210 employees and fleet of one DC @-@ 4 , one DC @-@ 3 and two Herons , they would have to receive future domestic services , to compensate for more than 90 % of their revenue disappearing with the loss of the Far East route . In 1953 , Braathens SAFE applied to fly five routes : Bardufoss – Alta – Kirkenes ; Stavanger – Bergen – Trondheim ( both with Herons ) ; Tromsø – Alta – Hammerfest ; Bodø – Harstad ; and Bodø – Harstad – Tromsø ( all with de Havilland Canada DHC @-@ 3 Otters ) . The five routes would require NOK 725 @,@ 000 in annual subsidies . The concessions were granted to DNL , who allowed their partially owned subsidiary Widerøe to fly the sea routes .
| 5342e50a89544f2224da37cfb0c8e73b | 15,301 |
Braathens bought six Herons , in addition to one that was leased during 1954 . They had been given the common Norwegian names Per , Ola , Pål and Lars . Because of replacements , the airline never operated more than four at a time . In June 1955 , Braathens SAFE started landing some of the Oslo – Stavanger planes at Kristiansand Airport , Kjevik and Farsund Airport , Lista . The route , nicknamed the " Milk Route " , operated Stavanger – Farsund – Kristiansand – Tønsberg – Oslo in the morning , with a return in the evening . The same year , SAS and Braathens SAFE started negotiating splitting up the domestic routes . Nils Langhelle , then regional director in SAS , suggested creating a merged subsidiary that could fly all domestic routes . On 16 May 1956 , Braathens SAFE started landing at Hamar Airport , Stafsberg on the Oslo – Trondheim route , and at Notodden Airport , Tuven on the Oslo – Stavanger route . Both airports had 1 @,@ 000 metres ( 3 @,@ 300 ft ) runways that could only be served by small aircraft such as the Heron . From 1959 , services to both airports were terminated . Røros Airport was opened on 19 July 1957 , and Braathens SAFE landed some of the Oslo – Trondheim services there . After 1958 , services were terminated , but after the runway was extended from 1 @,@ 360 to 1 @,@ 600 metres ( 4 @,@ 460 to 5 @,@ 250 ft ) , it was taken into use again in 1963 .
| 8a6fa5eb9c22dcdabafe60b973559e0d | 15,302 |
The route Stavanger – Bergen – Trondheim was awarded to Vestlandske Luftfartsselskap in 1956 , but this company filed for bankruptcy the following year . Ålesund Airport , Vigra was scheduled to open in 1958 , and both Braathens SAFE and SAS applied for the concession , along with the route along the West Coast . At first the ministry wanted to issue the concession on the route Stavanger – Bergen – Ålesund – Trondheim to Braathens SAFE and the route Ålesund – Oslo to SAS . But after negotiations , Braathens SAFE stated they were willing to fly the coastal route without subsidies if they were granted the Oslo @-@ route , since that would allow them to cross @-@ subsidize ; this was granted by the ministry . An agreement was then made between the ministry , SAS and Braathens SAFE , where both airlines would fly the routes Oslo – Trondheim , Oslo – Stavanger , Oslo – Kristiansand and Kristiansand – Stavanger – Bergen ; Braathens SAFE had a monopoly on the routes Oslo – Ålesund and Bergen – Ålesund – Trondheim , while SAS was granted a monopoly on the routes Oslo – Bergen and ( Oslo ) – Trondheim – Bodø – Bardufoss . In 1958 , Braathens SAFE had 77 @,@ 591 passengers .
| 3487059dd6a3b1dbc4dc430aee82cd83 | 15,303 |
= = = Hummelfjell Accident = = =
| 3dd16f6e764a2f72f2c4e3f376524f5e | 15,305 |
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 . Among them was the famous television actor Rolf Kirkvaag , who , despite injury , succeeded at walking to civilization to inform about the accident .
| 31056797679845eda386ea5bf0f4e5f7 | 15,307 |
= = Friendship = =
| b7e6605fe574a07d9a2c429cecac8b6c | 15,309 |
During the late 1950s , Braathens SAFE started looking for a replacement for the aging DC @-@ 3s and Herons . An order was placed with Fokker for the delivery of their new Fokker F @-@ 27 Friendship , a two @-@ engine turboprop with cabin pressurization . Braathens SAFE was the second airline to receive the plane , after Aer Lingus . The first craft , LN @-@ SUN , was delivered in December 1958 , with the second , LN @-@ SUO , delivered the following year . They were put into service on the main routes : once daily Oslo – Trondheim , once daily Oslo – Ålesund , twice daily Oslo – Stavanger , including one stopping at Kristiansand , and one trip daily Bergen – Ålesund – Trondheim . The delivery of the Friendships made the Herons unnecessary , and these were sold . The two DC @-@ 3s were kept as a reserve , and were used for the first part of the summer schedules because of late delivery of LN @-@ SUO . They were also used for charter . The airports at Hamar , Farsund and Tønsberg had too short runways for the Friendship , and these destinations were terminated .
| c3db1b6472081eb8b1f0fc89d8602e5f | 15,311 |
The first flight to the winter @-@ only airport at Longyearbyen on Svalbard was made on 2 April 1959 , when Store Norske Spitsbergen Kulkompani chartered a DC @-@ 4 from Bardufoss Airport . Store Norske cleared a 1 @,@ 800 by 40 metres ( 5 @,@ 910 by 130 ft ) runway on snow for the aircraft . More flights were chartered during the 1960s , and Longyearbyen became a regular charter destination for Braathens SAFE .
| e273dcc7f2dc77f0f64ceb1e191be257 | 15,312 |
From 3 June to 30 September 1960 , Braathens SAFE was granted concession on the route from Oslo via Sandefjord Airport , Torp to Aalborg Airport in Denmark . This became possible because SAS had abandoned the route the previous year . It was flown with a DC @-@ 3 , giving an 80 % load factor . On 22 July , the Braathens SAFE applied for a three @-@ year concession , but this was rejected because SAS stated that they would restart the route . In 1961 , SAS started the route Stavanger – Kristiansand – Ålborg , and in 1963 on the route Oslo – Kristiansand – Ålborg . The concession allowed SAS to also take passengers on the domestic legs , giving Braathens SAFE competition on the routes to Kristiansand .
| 2f3a220a42703a9571fc80359f0930e2 | 15,313 |
Passengers traveling from Western to Northern Norway had to transfer from Braathens SAFE to SAS in Trondheim . Both airlines saw this as a strategic opportunity to get routes in each other 's territories . On 31 August 1960 , Braathens SAFE applied for an extension of its Bergen – Ålesund – Trondheim route onwards to Bodø Airport and Bardufoss Airport . The two airports had been served by SAS from Oslo via Trondheim . SAS presented estimates that between 2 @.@ 5 and 6 @.@ 1 passengers transferred at Trondheim each day . Braathens SAFE later proposed that they could fly directly from Bergen and Ålesund to Bodø and Bardufoss , but Braathens SAFE 's application was rejected by the ministry . All concessions ended on 31 March 1961 , and the ministry extended them all one year . Three new airports , Alta Airport , Lakselv Airport , Banak and Kirkenes Airport , Høybuktmoen , were about to open and the ministry wanted to award new concessions that included these airports . Braathens SAFE applied to operate to all the airports in Northern Norway , but the contract was awarded to SAS . The latter also applied to operate a route from Northern Norway via Trondheim , Ålesund and Bergen to Stavanger , while Braathens SAFE in 1964 again applied for an extension of the West Coast route to Northern Norway . This was moderated to a direct route from Tromsø Airport to Bergen , which SAS received permission for on 4 March 1965 .
| 85122accc555f1feb3b514627794f6ca | 15,314 |
An additional F @-@ 27s was delivered in 1961 , and two more in 1962 . By then , the Oslo – Stavanger route was expanded to four daily round trips , of which two went via Kristiansand . Ålesund had two round trips , while Trondheim had one . The coastal route had two services , and was branded as the " Airbus " . In all , 175 @,@ 202 passengers were transported , up 40 % since the previous year . By 1965 , the Trondheim , Ålesund and coast routes had three round trips , while there were four to Kristiansand and five to Stavanger . That year , the right @-@ winged Borten 's Cabinet was appointed ; Braathens SAFE therefore again applied for an extension of the West Coast route to Tromsø and Bodø . When the government signaled that it would support the application , it caused a major debate , particularly in Denmark and Sweden , and the Danish and Swedish governments threatened to terminate the SAS agreement . On 25 November 1966 , with 82 against 62 votes , the Norwegian Parliament voted to allow Braathens SAFE to fly to Bodø and Tromsø as an extension of the West Coast route from 1 April 1967 .
| 1cfdb9dcf75f16b86a7c50b329a4ea5a | 15,315 |
On 3 March 1967 , parliament decided to build four short take @-@ off and landing airports along the Helgeland coast between Trondheim and Bodø . Braathens placed an order for a de Havilland Canada DHC @-@ 6 Twin Otter and planned to start the company Braathens STOL . It applied to operate the route without subsidies , but the concession was rejected and granted with subsidies to Widerøe , which had been operating the routes using seaplanes .
| 2bce6c4675c32cc0ef8d0e856836150b | 15,316 |
= = Charter = =
| 9f976b72c5a8fe4a2087ad3e2c80b4d2 | 15,318 |
During the 1950s , the main customers for charter flights had been Norwegian shipping companies , who flew their crew home from ports in Central Europe . In 1959 , Saga Tours was created as the first travel agency for Mediterranean charter trips , and the company started a cooperation with Braathens SAFE . The first DC @-@ 4 flew to Mallorca that year . In 1961 , the company 's first Douglas DC @-@ 6B was bought . It had a capacity of 96 passengers , and cooperation was also started with Metro and Paddan in Gothenburg . Other charter destinations were London , Alicante and Málaga , both in Spain . That year , Braathens SAFE bought 50 % of Saga Tours in a private placement . Braathens SAFE established an office in Gothenburg in 1965 . After Vingresor had been bought by SAS and moved to Stockholm three years later , three employees started Atlas Resor in Gothenburg , and started using Braathens SAFE as their airline . By 1966 , Braathens SAFE was operating seven DC @-@ 6s .
| 131fb26dec5c190cf63f0dacbab1e5d5 | 15,320 |
The agreements with Spanish authorities allowed only airlines from the country of origin or from Spain to fly charter flights . But because of the SAS @-@ cooperation , an agreement was made where any Scandinavian airline could fly to Spain from any of the three Scandinavian countries . Domestically , Braathens SAFE received strong competition from Sterling Airways , but on the other hand this allowed Braathens SAFE to fly charter flights from Sweden . In 1968 , the large Swedish – Danish charter airline Internord went bankrupt , giving Braathens SAFE increased charter traffic . The company also started purchasing a larger share of Altas Resor , until it took over all the whole company in 1978 . In Sweden , Braathens SAFE used its partners to sell charter flights to Norway , and then continue their flights using scheduled flights . Braathens SAFE was hindered by the charter regulations from making intercontinental flights , as well as flights between the Scandinavian capitals . The rules also forced business travelers to use scheduled flights .
| 44784b74fa1823ee58b4f9cefab86b26 | 15,321 |
= = Into the Jet Age = =
| d5b7bbace580303498e51d3bb207eb55 | 15,323 |
In 1965 , Braathens SAFE placed an order for three Boeing 737 @-@ 200s , costing a total ofNOK 100 million . They were intended to do the main haul of the charter market . There had been an internal struggle as to whether the company should purchase the Fokker F @-@ 28 Fellowship or the Boeing 737 @-@ 100 , a shorter version of the 737 @-@ 200 . Having a single plane type would give a single pool of pilot and mechanic certifications , and would have saved the company NOK millions in costs . Following the decision to purchase the F @-@ 28 , Bjørn G. Braathen , son of Ludvig G. and later CEO , left the company .
| 89c6dd7bfa686a069109e994565337d8 | 15,325 |
By 1966 , Braathens SAFE had sold all its DC @-@ 4s , and had purchased eight F @-@ 27s . The DC @-@ 6s were used exclusively for charter , with all domestic flights being flown with the F @-@ 27s . The same year , the booking system was centralized and moved to offices in Oslo . The company established sales offices in Bodø and Tromsø on 1 March 1967 . A new cargo department was opened at Oslo Airport on 29 September . Braathens SAFE applied in a joint venture with the Norwegian America Line to start a cargo flight to the United States and the Far East , but this was declined by the ministry . From 1967 , also DC @-@ 6s were used on domestic routes . In August , it was announced that Braathens SAFE would replace the F @-@ 27s with six new Fokker F @-@ 28 , and that the F @-@ 27s would be sold to the manufacturer . Later , the number of orders of 737s was reduced to two , and of F @-@ 28s to five . The Fellowships cost NOK 40 million each .
| dc9d76838c0f103dc4159d4754d0580b | 15,326 |
The first 737 , LN @-@ SUS , landed in Oslo on 8 January 1969 , followed by LN @-@ SUP on 31 January . Braathens SAFE was the launch customer of the F @-@ 28 , and the first plane landed in Oslo on 3 March . Five F @-@ 28s were delivered in the course of a year , in addition to one aircraft that was leased periodically until 1971 . There were several technical problems due to having the earliest models of the F @-@ 28 , causing some operational difficulties . Two DC @-@ 6s were sold , and all but three of the F @-@ 27s were sold to Fokker between October 1968 and May 1969 . Along with the aircraft came a new simulator , and the simulator division was moved from Sola to Fornebu . On 27 February 1970 , the company took into use an IT @-@ system , based at Sola .
| 6eb6cbfc8d48ef46a5508ebb190401c7 | 15,327 |
With the delivery of the Boeing 737 @-@ 200s , Braathens SAFE started using these aircraft on the long @-@ haul charter flights . By 1977 , there were nine international charter airlines competing with Braathens SAFE : Aviaco , Britannia Airways , Dan @-@ Air , Linjeflyg , Maersk Air , Scanair ( owned by SAS ) , Spantax , Sterling and Transair . In 1976 , good exchange rates gave a peak of flights to London , with eleven weekly flights across the North Sea . Braathens SAFE also started flying for Vingresor . In 1976 , 44 % of the company 's revenue was from charter , but by 1979 it had dropped to 36 % . During this period , about half of the planes ' flying time was related to charter .
| 07d7f1c7ed93aca05064662e6b422b17 | 15,328 |
= = More airports = =
| 900fe7db23e6dfe5c8f3af5ae4cc81d5 | 15,330 |
Prior to the opening of Kristiansund Airport , Kvernberget , Braathens SAFE applied for a concession to fly to it along the West Coast , as well as the direct route from Oslo . SAS applied to fly the Oslo @-@ service . The ministry wanted Braathens SAFE to fly the route with a concession granted to SAS , but Braathens SAFE rejected this . Instead , they were granted both the routes on temporary basis . The new airport received three daily flights to Oslo , of which two went via Ålesund , and four services on the West Coast route . At the same time , there was a discussion about who was to operate the new STOL @-@ airports on the West Coast . Braathens SAFE stated that they wanted a local airline to do the flying , and chose not to apply . The concession was granted to Widerøe , and Braathens SAFE subsequently bought part of the airline .
| 5f70a8f026e4172b5f24efd217ff489c | 15,332 |
On 5 April 1972 , Molde Airport , Årø opened . Unlike other primary airports , it had been built and financed by the municipality , and did not become state @-@ owned until 1978 . Braathens SAFE started flying both to Oslo and along the West Coast from Molde . The same year , the airline for the first time exceeded one million domestic passengers . It also started with five weekly cargo flights with flowers from Genova , Italy . The following year , the last DC @-@ 6 was sold , after the type had been phased out since 1969 .
| 8629de26a1a2ad7ee73c540f08b7be9f | 15,333 |
The same year , the government appointed a commission , led by Bue Fjermeros , to look into the organization of the domestic air routes . Since the last compromise in splitting routes , the traffic had increased more in Braathens SAFE 's domain that SAS ' . The commission also looked a to whom the two next airports that would be opened , Haugesund Airport , Karmøy and Harstad / Narvik Airport , Evenes , would be given . Neither company wanted to cooperate beyond the existing arrangement of coordinating their routes time @-@ wise , along with those of Widerøe . In addition , Braathens SAFE bought handling services from SAS at Gardermoen , Bergen , Bodø and Tromsø , while SAS bought handling services from Braathens SAFE at Stavanger . The commission granted SAS the rights to fly from Oslo to Haugesund , Harstad / Narvik and the new airport Svalbard Airport , Longyear . Braathens SAFE was allowed to fly from Bergen to Northern Norway via Ålesund , Molde and Kristiansund . SAS lost the right to fly directly from Bergen to Northern Norway . When the matter was passed by parliament , they also granted SAS the right to fly from Oslo to Stavanger , even if their planes did not continue abroad .
| f53fce8295e2b13edde5bb8c7fd812fb | 15,334 |
= = = Flight 239 = = =
| 719294b7659d0440076329296e8765ee | 15,336 |
On 23 December 1972 at 16 : 30 , the company 's most fatal accident occurred . F @-@ 28 LN @-@ SUY Sverre Sigurdson on Flight 239 from Ålesund to Oslo crashed at Asker , killing 40 of the 45 people on board , including the crew of three . The cause of the accident was never discovered , although a possibility could have been faults with the instrument landing system .
| d37b648a006ea2a13ebcaf0df6e7a399 | 15,338 |
= = Times of change = =
| 0b1b282614bcdc7d05bae040237219a2 | 15,340 |
Following the steep increase of oil prices in 1973 , Braathens SAFE increased the ticket prices with about 30 % , giving for the first year a reduction in the number of travelers . The IT @-@ system Bracar was introduced on 4 February 1974 , connecting all locations with 53 terminals , rationalizing 20 man @-@ years . In 1974 , Annæus Schjødt jr. became chair , and the following year , the employees were represented with two board members . The remaining three F @-@ 27s were sold to the Braathens Rederi @-@ owned Busy Bee between 1975 and 1977 . From 1 January 1976 , Braathens SAFE introduced " Green Routes " , where passengers were granted 35 % discount if they traveled on Saturdays or Sunday morning , booked a round trip and were away for at least a full week or over a weekend . From 1972 to 1976 , the company 's revenue doubled , to NOK 500 million , while production increased 18 % . The main contributing factor was the increase of labor costs , that had almost doubled in the four years , although also higher fuel prices and taxes contributed . In 1976 , the airline transported 1 @,@ 154 @,@ 000 scheduled and 485 @,@ 000 chartered passengers . Braathens SAFE had a 37 % scheduled market share and 31 % share of the charter flights . The largest traffic increases were in Stavanger , Bergen and Trondheim . During the late 1970s , Braathens SAFE increased the number of direct flights between these cities , without increasing the number of landings in Ålesund and Kristiansand . From 1 April 1977 , the airline lost its dispensation to operate with reduced cabin crew , and was forced to increase the number on the F @-@ 28 from one to two , and on the 737 from two to three . At the same time , the airline introduced in @-@ flight meals .
| 7a5400230dcc4c73b5b89b63ea5c2e9c | 15,342 |
Ludvig G. Braathen died on 27 December 1976 while he was still CEO . He was succeeded by his son Bjørn G. Braathen , who had returned to the company a few years earlier . In 1977 , Braathens SAFE made NOK 10 million in profit on the Trondheim route and NOK 4 million on the routes from Oslo to Kristiansand and Stavanger . At the same time , the airline lost NOK 6 million on the routes to from Oslo to Ålesund , Molde and Kristiansund , and NOK 18 million on the coastal routes between Stavanger and Tromsø . From 1 October 1978 , the company also introduced 50 % youth discount for people under 26 years . From 1 May 1978 , there was introduced a NOK 100 tax on international charter flights . The same year , Braathens SAFE bought 15 % of Bergenske Dampskibsselskab , that owned 51 % of the travel agency Bennett Reisebureau . This was to try to secure influence over the chain , that was also owned 31 % by SAS . A new , neutral ticketing system , SMART , was introduced in 1980 for all travel agents in Norway and Sweden . Following this , Braathens SAFE sold its stake in Bergenske with a profit .
| a928394f66faa11d2f13d2ea354d8b33 | 15,343 |
Starting with the delivery of the F @-@ 28s and 737s , all planes were named after Norwegian kings . The last three F @-@ 27s were also given such names . During the 1970s , Braathens SAFE took delivery of eleven 737s , supplementing the four F @-@ 28s . The third delivered , LN @-@ SUA , had a cargo door on the side , making it ideal for cargo flights . The three planes delivered in 1979 had extended range tanks making direct flights to the Canary Islands possible . In 1979 , the company started looking into possible replacements for their fleet , considering larger aircraft .
| 025acf5988e94c46dae63a3e6da417af | 15,344 |
The late 1970s and early 1980s was a time of economic problems for airlines worldwide . Passenger numbers stabilized , and Braathens SAFE introduced a 15 % discount to purchasers of 100 tickets at one time . The company hit NOK 1 billion in revenue in 1981 . Discounted tickets were not sufficient to cover the increasing costs , particularly related to fuel , and the company introduced the internal campaign Bra @-@ 82 . This involved a more market @-@ oriented management and a focus on service increase , including better regularity and free coffee . During the summer , the reduced demand made the airline introduce discounted " summer tickets " for NOK 280 on any route in Southern Norway . This gave a 75 % load factor , the highest for the whole year .
| 34c392661257c76dc541021bf18f7684 | 15,345 |
In 1982 , Braathens SAFE bought 15 % of DNL . It also applied , though the sister company Braathens Helikopter , for concessions for helicopter services from Stavanger to offshore oil platforms . As a reaction , the incumbent , Helikopter Service , applied for Braathens SAFEs West Coast routes . At this point , SAS bought 15 % of Helikopter Service . In 1984 , Braathens SAFE introduced services to Farsund Airport , using wet leased F @-@ 27s from Busy Bee . The same arrangement was used to connect Haugesund to Bergen and Stavanger . In Haugesund , this was in competition with Norving . Busy Bee @-@ operated planes were also used on routes from Sandefjord in competition with Norsk Flytjeneste . The same year , the cabin crew had a 14 @-@ day strike , halting all flights . It was caused by the company paying lower wages than SAS and Busy Bee . In 1985 , a new booking system was introduced , that allowed overbooking . This gave increased revenue , but the company had to start compensating rejected passengers with a full refund and a free seat on the next flight . On 16 December 1985 , the airline 's administration moved into the a new building , the Diamond , located at Fornebu . The frequent flyer program Bracard was launched in September 1985 . It was a cooperation with Inter Nor Hotels , and gave special privileges to travelers that made 25 full @-@ price trips per year with Braathens .
| bb3f05c37513f7eb6cab960b2d55bc2d | 15,346 |
= = New Boeings = =
| 89f92b63e236748168328f91f833273e | 15,348 |
In 1980 , the management of Braathens SAFE decided that it needed larger aircraft if the company was to stay competitive on charter flights . Larger aircraft could be put into service on the main services from Oslo , Gothenburg and Stockholm , while the 737s could be used to smaller destination and from other cities . On 25 February 1980 , the company announced that it had ordered two Boeing 767 @-@ 200 planes , with an option for two addition craft . The cost of the two firm orders was about NOK 500 million . This would allow the aircraft to be used for both domestic scheduled flights and for charter , and was configured with 242 seats . This was less than charter @-@ only airlines , for instance Britannia had their planes configured with 273 seats . Braathens SAFE 's planes were delivered on 23 March and in November 1984 . The following year showed increasing charter traffic , although it only made up 25 % of the company 's revenue . The company had considered the smaller Boeing 757 , but did not have sufficient range . Also the Airbus A310 was close to being chosen .
| a96cdc528c87d0a914988266c8923448 | 15,350 |
The 767s were launched as " First Business Class " to charter travelers , but the business model was not successful . The new consumer groups entering the market had low willingness to pay , and the demand for premium charter services was low . The company was faced with not being able to charter out the plane because of the low seat numbers , but could not put in the extra seats because of the aircraft also being used on the scheduled market . Using so large aircraft on the short @-@ haul flights in Southern Norway gave little economy @-@ of @-@ scale , and the airline seldom needed the increased capacity . Braathens SAFE also had problems , because from order to delivery , the exchange rates had increased from 5 to 9 NOK per USD , almost doubling the price in NOK . In 1986 , the two 767s where sold . Two years later , Altas Resor was sold , and the following year Saga . Braathens SAFE closed its bases in Gothenburg and Stockholm , but remained a charter operator with 737s from Norway .
| 65da10ea8a6228cba1649f18f9305101 | 15,351 |
Following the decision to sell the two 767s , management also decided to sell the four remaining F @-@ 28s . This would allow Braathens to operate a fleet of pure 737 @-@ 200 , giving lower operating costs . One 737 was taken out of service in 1984 , and the four F @-@ 28s sold in 1986 . The same year , seven more 737 @-@ 200s were delivered , along with two more in 1987 and 1988 . By then , Braathens SAFEs entire fleet consisted of nineteen 737 @-@ 200s . At the same time , Boeing had launched the 737 @-@ 300 , a slightly larger aircraft with new CFM @-@ 56 engines . Braathens SAFE considered the new aircraft , but where concerned that it used a traditional mechanical cockpit . The airline also needed larger aircraft for the charter traffic , and smaller aircraft for the domestic routes . The airline also considered the McDonnell Douglas MD @-@ 80 and the Airbus A320 , but settled on the 737 following the announcement of the stretched 737 @-@ 400 , with 156 seats , and the shortened 737 @-@ 500 , with 124 seats . These had glass cockpits , and Braathens SAFE would be among the first airlines to receive both models . To finance the purchase , the airline sold all but two of the 737 @-@ 200s and leased them back . For some of the aircraft , they received more money than they had paid .
| 48ab9e4ee1a988d255c420bc4e4cd1bb | 15,352 |
= = = Hijacking = = =
| c1f70f1e4bbc313314ce451980683652 | 15,354 |
On 21 June 1985 , the 737 @-@ 200 LN @-@ SUG Harald Gille , 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 . His demands were not met , and he surrendered while the plane was parked in Oslo . This was the first hijacking in Norway .
| 98ff166a456a7aa044d7c7086111c062 | 15,356 |
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