the Beginning of Transatlantic Services
Boeing 377 Stratocruiser
There are perhaps no
air routes more travelled and more important in the Western world than
those connecting the United States and Europe. Since the advent of
commercial air travel after World War I, airline entrepreneurs had been
exploring the possibility of flying transatlantic routes. To conquer
the Atlantic was to link Europe and the Americas, the two great
industrial centres of the world. While the limitations of aviation
technology of the 1920s made commercial transatlantic air travel
prohibitive, the historic flight of Charles Lindbergh in 1927 excited
the imagination of many who dared to dream of regular flights across
the vast expanse of ocean.
The North Atlantic presented major challenges for aviators due to
unpredictable weather and the huge distances involved coupled with the
lack of intermediate stopping points. Initial commercial forays into
transatlantic services, therefore, focused more on the South Atlantic,
where a number of French, German, and Italian airlines offered seaplane
service for mail between South America and West Africa in the 1930s.
German airlines, such as Deutsche Luft Hansa, experimented with a
number of mail routes over the North Atlantic in the early 1930s, both
with seaplanes and with dirigibles, but these were not regularly
scheduled services and never led to commercial operations. There were,
however, hundreds of transatlantic crossings with passengers made by
zeppelins during the late 1920s and 1930s, including probably the most
famous zeppelin of all, the luxurious Graf Zeppelin.
Other airlines such as the British Imperial Airways and Pan American
Airways began working toward experimental transatlantic flights only in
1936, partly because the British were unwilling to grant landing rights
for American air carriers until then. Both airlines decided to use
flying boats because concrete runways were rare at coastal airports on
the Atlantic, and also because landplanes capable of flying such
distances without refuelling simply did not exist at the time. Both
airlines carried mail rather than passengers in the early years. An
average flight from coast to coast, using the Short S.23 Empire flying
boats, took nearly a day.
Coast-to-coast flights using the Short S.23 Empire flying boats took
almost a day Pan
American, under the leadership of the charismatic Juan Trippe, was one
of the pioneers of commercial transatlantic service. Trippe recognized
early that one major hurdle to regular transatlantic travel would be
political. He was instrumental in negotiating agreements with several
countries for landing rights at intermediate points in the Atlantic
such as Newfoundland, Greenland, the Azores, and Bermuda. Based on the
results of early exploratory flights, Trippe concluded that the most
efficient route across the Atlantic would be the northern route, via
the north-eastern coast of Canada, past Greenland, via Iceland, and
then into northern Europe.
On December 9, 1937, Pan American invited bids from eight U.S. airplane
manufacturers to build a 100-seat long-range airliner. Boeing, which
won the competition, offered its legendary B-314 flying boat. Probably
the finest flying boat ever produced and the largest commercial plane
to fly until the advent of the jumbo jets 30 years later, the
double-decker B-314 had a range of 3,500 miles (5,633 kilometres) and
could carry as many as 74 passengers. Each plane cost more than half a
million dollars.
After a well-publicized dedication ceremony, attended by First Lady
Eleanor Roosevelt, on March 26, 1939, the Pan American B-314 Yankee
Clipper made its first trial flight across the mid-Atlantic, from
Baltimore, Maryland, all the way to Foynes in Ireland. The airline
began regular mail services with the B-314 in May 1939; scheduled
flight time was about 29 hours. With increased confidence in its new
plane, Pan American finally inaugurated the world's first transatlantic
passenger service on June 28, 1939, between New York and Marseilles,
France, and on July 8 between New York and Southampton. Passengers paid
$375 for a one-way trip across the ocean. By the beginning of World War
II, Pan American, with its considerable experience in Pacific and South
American operations with the famous Clipper service, dominated the
transatlantic routes. The airline offered regular flights with its
seaplanes from La Guardia airport in New York City to Lisbon in
Portugal, which was the most common entry point into Europe at the
time.
Pan Am's Yankee Clipper made its first flight across the mid-Atlantic
on March 26, 1939
Commercial services during World War II
were intermittent at best. Pan American also conceded some of its
monopoly to the British Overseas Aircraft Corporation (BOAC), which had
purchased three B-314s for its own transatlantic service, just before
the beginning of the war. The major turning point in transatlantic air
service occurred in June 1945 when the U.S. Civil Aeronautics Board
granted permission to three airlines to operate service across the
North Atlantic. They were American Export Airlines, Pan American, and
Transcontinental & Western Airlines (TWA). This agreement finally broke
Pan American's monopoly over international air travel and contributed
to the flourishing of air travel in the post-war era. (American Export
would merge with American Airlines on November 10, 1945, to become
American Overseas Airlines (AOA).
American Export became the world's first airline to offer regularly
scheduled landplane (as opposed to seaplane) commercial flights across
the North Atlantic. Using the reliable DC-4 aircraft, it began
passenger services from New York to Hurn Airport near Bournemouth in
England (with stops at Gander, Newfoundland, and Shannon, Ireland) in
October 1945. Each one-way flight lasted about 14 hours. Pan American
debuted its own flights a few days later also using the DC-4.
Eventually, the company began using the new Lockheed Constellation and
Super Constellation aircraft, both of which had pressurized cabins that
allowed them to fly as high as 20,000 feet (6,096 meters). In August
1947, Pan American opened a new era by beginning regularly scheduled
non-stop flights between New York and London using these aircraft.
Transatlantic air travel in the immediate post-war years remained a
novelty, but it offered significant advantages over sea travel. A usual
journey by sea across the Atlantic took about five days, while air
travel cut that down to less about half a day. Events in the post-war
era also led to a rise in commercial cooperation between Western
European countries and the United States, which increased tourism and
made air travel easier. European airlines were in too weak a position,
however, to take advantage of the new demand for transatlantic
passenger travel because of their post-war equipment and aircraft
shortage. Here, American air carriers, such as Pan American, AOA, and
the relative newcomer TWA were able to fill the new needs. TWA joined
Pan American and AOA in offering regularly scheduled transatlantic
services in February 1946 using the Constellation, and quickly became a
stiff competitor to the two other U.S. air carriers.
The history of commercial transatlantic air travel underlines how both
political factors (international permits and civil aviation acts) and
technological frontiers (the advent of the Boeing B-314) were key
factors in the expansion of commercial air travel.
While American air services dominated transatlantic routes at the end
of World War II, eventually European carriers began to take advantage
of the growing market. By the end of the 1940s, Scandinavian Airlines
System (SAS), the Royal Dutch Airlines (KLM), Air France, the Belgian
SABENA, and Swissair all were carrying passengers across the Atlantic
as part of a new post-war air travel boom. Where ten years previously,
the transatlantic route was a rarely travelled passenger route, by
1950, it had become the world's number one route in terms of traffic
and produced high revenue and fierce competition among some ten major
international airlines. The Atlantic had finally been conquered for the
common passenger. |