Connect with us


Norwegian Air’s wild ambitions narrow down to survival



Norwegian Air Shuttle has long been defined by its lofty ambitions to disrupt the global airline industry. But the pandemic has left the pioneering carrier focused on a single objective that may yet prove out of reach: survival.

Co-founded by former fighter pilot Bjorn Kjos in 1992, the airline on Monday acknowledged that bankruptcy was a possibility after Norway’s centre-right government declined to give the carrier any support beyond what it was handing the rest of the airline industry.

The refusal casts further doubt on the survival of a company whose unlikely journey from low-profile Scandinavian airline to long-haul trailblazer, also left it as one of the aviation industry’s most indebted carriers when the pandemic struck.

“I exclude nothing now,” chief executive Jacob Schram told a press conference in Oslo. “That involves [bankruptcy], firings, lay-offs.”

On a day in which shares of beleaguered airlines soared thanks to signs of progress in developing a Covid-19 vaccine, Norwegian’s closed down and have plunged 98 per cent this year.

“If you’re talking about the stock, there’s no way out,” said Lars-Daniel Westby, analyst at SpareBank 1 Markets in Norway. “But for the company there are still options on the table”.

Chart showing Norwegian Airline’s market cap declining

One of which, says Mr Westby, is that the group goes into bankruptcy proceedings in the US or Ireland. After that, the airline could split into two: one part housing its potentially profitable short-haul operations in Europe and the other its lossmaking long-haul business serving the US and Asia.

Norwegian is likely to look at other options, too. In May, as the pandemic gathered pace, the airline converted about NKr18bn ($2bn) of debt into equity in a rescue deal, but as of the end of June still had NKr48bn in net debt, one of the highest levels in the industry.

It could attempt a further debt-for-equity swap, but it is unclear how willing its biggest creditors — airline leasing companies — are to lift their stakes in Norwegian.

Lessor BOC Aviation, which is majority owned by state-controlled Bank of China and ended up with a 12.7 per cent equity stake following the May rescue deal, has already cut its holding to under 10 per cent. As part of the deal, Ireland’s AerCap took an almost 16 per cent stake. Neither company would comment on whether they would convert more of their debt for equity or be prepared to inject fresh capital.

Mr Schram, who has only led the airline since January, vowed he would continue to work hard to chart a survival path for Norwegian.

“I have no guarantees that we will manage it. We have liquidity to get through some of the winter . . . It’s challenging, it’s important to say,” he added. How long Norwegian’s cash would last depends on measures like firing or laying off staff, he stressed.

Chart showing that Norwegian rapidly expanded International especially into the low-cost long-haul business

The company, which expanded from Scandinavia into Europe before embarking on transatlantic low-cost flights in 2014, had just NKr5bn in cash. The carrier will reveal more recent figures with its third-quarter results on Tuesday.

Iselin Nybo, Norway’s minister of trade and industry, insisted that the coalition government in Oslo considered Norwegian risky given its high debt levels. “It is a company that has made some changes, but one where there will still be a significant risk by investing more capital,” she told state broadcaster NRK.

Mr Westby said it was understandable that the government no longer wanted to support Norwegian on its own as just a fifth of the carrier’s revenues and a quarter of its staff come from Norway.

Although the airline still bears the country’s name, Norwegian outgrew its domestic base as it opened operations in the UK, Spain and Ireland as part of an expansion programme that delivered huge growth in passengers.

By using fuel-efficient aircraft, packing its cabin and stripping out frills such as free catering, Norwegian then turned its attention to disrupting a transatlantic market that had for decades been dominated by flag carriers including British Airways and the major US airlines. Norwegian priced its flights between the UK and US at less than £300, about half the cost of its traditional competitors.

Its ambitions drew both admiration and scepticism from within the industry.

IAG, which owns BA, twice tried to buy Norwegian but walked away in 2019, with its former chief executive Willie Walsh saying he was a “great admirer” of Norwegian’s strategy but not its business model. “They proved the model works, but what they haven’t been able to prove is that they can make it a financial success,” he said at the time.

Now rivals are smelling blood.

Ryanair’s outspoken chief executive Michael O’Leary, who has several times forecast Norwegian’s impending bankruptcy, last week said he expected the airline to end up “a small and largely irrelevant Norwegian domestic airline”.

Charts showing Norwegian already facing a cash call months after a rescue deal

In October, Norwegian on average operated only 21 of its aircraft — mostly on domestic routes — out of a total fleet of 140. But the airline’s domestic business has its challenges, too.

The owners of Wideroe, a Norwegian regional airline, said they could be interested in picking up some of Norwegian’s staff and aircraft.

Wizz Air, the Hungarian low-cost airline, recently entered the local market with extremely low-cost flights on the most popular internal routes. Last week, Wizz Air appointed Charlotte Andsager, a former Norwegian transport regulator and SAS executive, to its board.

“Say no to Norwegian and you open the door to a Hungarian airline that the prime minister herself says she will boycott,” said Mr Schram, referring to Norwegian premier Erna Solberg saying she would not fly Wizz Air due to its antitrade union stance.

If Norwegian’s retrenchment to its home market becomes permanent, then analysts expect the likes of Ryanair and Wizz to step in and fill any gaps in the rest of Europe.

Among the most appealing of Norwegian’s European assets to pick up would be its still valuable landing rights at London Gatwick airport, according to Mark Simpson, an aviation analyst at Goodbody. Wizz has already said it would like to grow its footprint if the slots become available.

For many in the industry, Oslo’s refusal to orchestrate another rescue was little surprise, but it has injected more doubt into what the future holds for an airline that was struggling even before the pandemic. Mr Westby said he thought Norwegian could file for bankruptcy proceedings as soon as next week.

Late on Monday, Norwegian said it would ground 15 more of its planes, leaving just six flying. A further 1,600 of a workforce that numbered more than 10,000 before the pandemic would be furloughed, it added. That leaves the group operating with just 600 staff.

Mr Schram, who was previously an adviser to management consultant McKinsey, admitted that while he was “extremely disappointed” by the government’s decision, he was not giving up.

“We are turning over every stone. We are ready to do everything possible to come through this,” he said.

Source link

Continue Reading
Click to comment

Leave a Reply

Your email address will not be published. Required fields are marked *


Mario Draghi makes his mark with vaccine embargo




It did not take Mario Draghi long to make a mark in Europe as Italian prime minister.

At his first EU summit as premier at the end of last month, the former head of the European Central Bank made a forceful intervention about the slow pace of Europe’s vaccination drive and the need to get tough with pharmaceutical companies over their failure to deliver promised vaccine supplies.

Seven days later, the Italian government confirmed that, with Brussels’ approval, it had blocked a consignment of doses of the Oxford/AstraZeneca vaccine destined for Australia under an EU-wide export authorisation scheme that has been criticised by other countries. The company has fallen far short of its promised deliveries to the EU in the first three months of 2021.

Draghi, a man who earned impeccable internationalist credentials as ECB president, became the first leader to trigger an EU mechanism that critics see as vaccine nationalism that risks undermining the global fight against the pandemic.

“Imagine what would have happened if [former PM Giuseppe] Conte or [Matteo] Salvini had taken such a stance,” said an official with the Democratic party, part of the governing coalition.

Salvini, leader of the nationalist League which is also in the coalition, said on Twitter that he was “proud Italy was the first European country to block exports outside the EU”.

Draghi was installed as prime minister last month to break Italy’s political paralysis and revamp plans to spend up to €200bn in EU funds to support an economic recovery and faster long-term growth. But an alarming resurgence of infections in recent weeks means fighting the pandemic is his overriding priority.

Vials of the AstraZeneca Covid vaccine © Remo Casilli/Reuters

His robust stance on export controls was an expression of “strong restlessness” about the EU’s handling of the vaccination campaign, said Giovanni Orsina, director of the LUISS school of government in Rome. 

“The current situation shows a strong fragility in Brussels’ negotiating position towards the big pharmaceutical companies,” Orsina added. “Draghi is using his political clout to redress the balance in this regard, clearly also in Italy’s favour. Absurdly, having a person of extraordinary international prestige allows for a much stronger approach to national protection than a pure sovereigntist as prime minister.”

At the EU summit Draghi asked why the bloc had not imposed stricter vaccine export controls for companies that failed to meet their contractual commitments. Speaking to Ursula von der Leyen, European Commission president, by phone this week, he stressed “the priority goal of a more rapid European health response to Covid-19, especially on vaccines”, according to his office.

Meanwhile he has set out to reboot Italy’s vaccination programme which is run, with varying degrees of success, by regional governments. As of March 5, Italy had administered only 5.2m doses, or 8.6 per 100 people, below the EU average. More ambitious vaccination targets are expected within days.

Draghi has also replaced the coronavirus commissioner with an army logistics general who has experience in Afghanistan and Kosovo and who will work alongside a new head of the civil protection agency. The aim is to speed up vaccination across the country. The government is also weighing up whether to extend the interval between doses in order to increase coverage, as in the UK. 

Drive-through testing centres and other sites are being converted into vaccination facilities, and a €500m investment in a new manufacturing plant is planned.

“The Italian pharmaceutical industry is a sector to be proud of, and it is capable of ensuring the production of vaccines at all stages,” Giancarlo Giorgetti, economic development minister and League politician, said earlier this week.

The Democratic party official said replacing the Covid commissioner with a general was “concerning”, but Draghi’s efforts have otherwise drawn broad support.

Raffaele Trano, a former Five Star MP now in opposition, said “the muscular approach and the logistical revolution seem to be paying off, even against the big pharmaceutical companies who are not being reliable at all and whose priority is clearly to put profit before the health of citizens”.

“There is a need to act promptly, and Draghi is doing what he was called to do: speeding up the process as much as possible,” said Paola Boldrini, a centre-left member of the senate who sits on its health committee.

“Europe has acted as best it could, but Italy is in an emergency situation, which is the reason why the current government was formed,” Boldrini added. “Unfortunately, despite the great co-ordination in disbursing recovery funds, with vaccines the EU was not as efficient, the contracts that were signed [with pharmaceutical companies] underestimated the real production capacity of vaccines and Brussels found itself unprepared.”

Italian officials stress that the decision to block the vaccine consignment from Catalent, a Lazio-based fill-and-finish contractor, was taken jointly with the commission in accordance with the export transparency mechanism introduced in January.

“I would not interpret Draghi’s move, co-ordinated with the commission, through the lens of vaccine nationalism but rather of the EU’s willingness and ability to stand up to big pharma to protect its citizens,” said Nathalie Tocci, director of the Institute for International Affairs in Rome. The doses were intended for Australia, a country with few new infections and where the vaccination programme is still in its early stages.

“I don’t think that Italy would have taken this initiative if the country in question was either a developing country or one living through an emergency to the same extent EU member states are.”

“Recently the intra-EU controversy has been between institutions and big pharma, where the accusation is that the EU has not been able to stand up to companies, thus gambling on the lives of citizens,” Tocci added. “Seen through this lens, Draghi’s move, far from being an act of nationalism, could be read as the necessary step to prevent reigniting dangerous Euroscepticism.”

Additional reporting by Silvia Sciorilli Borrelli in Milan

Source link

Continue Reading


‘After a year we’re back to square one’: Milan locked in Covid’s grasp




This time last year, chef Andrea Berton thought customers “might be overreacting” when they began cancelling tables at his Michelin-starred Milan restaurant amid a rise in cases of the concerning new coronavirus.

“It was a strange atmosphere,” he recalled this week. “The restaurant was suddenly empty at lunchtime and international customers kept calling to cancel bookings and events around the Salone del Mobile,” he added, referring to Milan’s annual furniture fair.

Neither he nor anyone else could have foreseen what would happen next. Days later, on March 8, Italy’s government ordered the immediate lockdown of the wealthy Lombardy region that includes Milan in an effort to stem the spread of Covid-19. The unheard-of restrictions were extended across the whole country the following day, confining 60m people to their homes.

It was the moment that Europe finally woke up to the threat from a virus that had emerged in China around the turn of the year. Within weeks, the entire continent — and soon the whole world — had been brought to heel by the pandemic.

“We were confronted with a virus we knew nothing about,” said Francesco Passerini, mayor of the small town of Codogno, an hour from Milan, where one of Italy’s earliest confirmed Covid-19 cases had been discovered in late February. “We didn’t know how to protect our community and we had people who were very ill. It felt like an impossible fight.”

Doctor Annalisa Malara with a patient in the coronavirus intensive care unit at a hospital in Lodi, near Milan, last month
Inside a coronavirus intensive care unit at a hospital in the city of Lodi, near Milan © Emanuele Cremaschi/Getty Images

A year on, an end to Europe’s coronavirus crisis still seems some way off despite the hope offered by vaccines. Most of the continent’s 750m citizens continue to endure curbs on their daily lives and the economic and social toll has been enormous.

In Italy — as in some other EU countries such as nearby Greece and the Czech Republic — the number of new infections is rising as concerns intensify over the threat from new variants. Lombardy, still Italy’s worst-affected region, is grappling with thousands of new cases daily and hundreds of deaths each week.

On Friday, a new two-week partial lockdown came into force across the region, with offices closed and employees told to work from home. Schools and playgrounds are shut and hospitality and travel are banned, although shops remain open — for now.

Yet as cases tick higher, experts fear it is only a matter of time before the curbs are extended.

“It won’t be long before the whole country goes back into the ‘red zone’,” said Guido Bertolaso, Lombardy’s vaccine adviser, this week, referring to the most stringent level in Italy’s coloured tier system.

Chart showing that cases and ICU admissions are rising again in Lombardy, with the number of ICU patients climbing 30 per cent in the last week

“Unfortunately it’s not over,” said Passerini, the Codogno mayor. “But it’s not comparable with last year because we’ve learned to live with the virus and now we have a vaccine. So we have something to look forward to.”

Looking back evokes painful memories. The most vivid was the day he and other volunteers had to empty a church to make room for dozens of coffins. “I remember watching the dead bodies being brought in and the church, a place of hope, suddenly turn into a morgue. I couldn’t believe it was happening,” he said.

In the weeks and months that followed, Carla Sozzani, founder of 10 Corso Como, a cultural, shopping and dining destination in Milan’s nightlife district, could not get used to the silence in a city known as a teeming hub for industry, banking and fashion.

“The only noises you could hear, day and night, were the ambulances and the drones they used to check nobody was leaving their homes,” she said. “It was unsettling.”

Mired in a series of lockdowns, Milan has welcomed only a fraction of the 10m tourists who came in 2019, a shortfall that has put immense strain on its economy.

There is hope that the new government of Mario Draghi, an experienced crisis manager who formerly ran the European Central Bank, can bring improvements by speeding up the vaccine rollout and leading an economic recovery.

Sozzani, a self-confessed optimist by nature, was certain that Milan would regain its vigour in time for the rescheduled Salone del Mobile in September, once more people had been inoculated. “The fair is a symbol of Milan and it will represent its rebirth,” she said.

Chef Andrea Berton has been forced to close his Michelin-starred Milan restaurant once again

In a sign of his frustration at the slow rollout, Draghi has moved to block the export of 250,000 Oxford/AstraZeneca doses destined for Australia so they could be used in Italy. As of this week, however, under 6 per cent of Italians had received a first vaccine dose.

One Milan-based anaesthesiologist, who did not wish to be named, also warned that intensive care units in hospitals across the region were rapidly filling up again.

“It reminds me of last spring,” she said. “The vaccine makes us hope for the best but we need to plan for the worst, because the rollout is too slow and people are dying.”

Berton was this week forced to close his restaurant again, a “stop-go approach” that he said would be the death of his and other businesses in the city.

“I would never have imagined it would last this long,” he added. “After a year we’re back to square one.”


Source link

Continue Reading


EU and US agree to suspend tariffs in Airbus-Boeing dispute




The EU and US have agreed to suspend punitive tariffs related to their longstanding feud over aircraft subsidies, in the first breakthrough in trade relations since President Joe Biden took office. 

The two sides reached a deal after intensive talks, according to people familiar with the discussions, in a sign that the 16-year-old transatlantic trade battle over state aid to Airbus and Boeing could be coming to an end. 

The accord, announced by Ursula von der Leyen, European Commission president, means both sides will suspend tariffs linked to the dispute for four months. The duties have hit products ranging far beyond aircraft, encompassing an eclectic array of goods such as US self-propelled shovel loaders, French wine and even US ornamental fish.

In a statement issued after a call with Biden, von der Leyen said: “President Biden and I agreed to suspend all our tariffs imposed in the context of the Airbus-Boeing disputes, both on aircraft and non-aircraft products, for an initial period of four months.

“We both committed to focus on resolving our aircraft disputes, based on the work of our respective trade representatives,” she said.

The goodwill gesture is intended to prepare the ground for negotiations on a permanent solution to the dispute by setting joint rules on permissible aircraft subsidies.

The US trade representative’s office said that a settlement was needed to address challenges posed by new entrants to the aircraft sector from China. Beijing has made it a priority to break the global duopoly that has dominated for decades.

It added that limits on future subsidies and monitoring and enforcement mechanisms would be part of a deal between the EU and US.

A European official said the announcement came “earlier than expected”, given that Biden’s nominated trade representative Katherine Tai has yet to be confirmed. Countering China and setting transatlantic standards for the aircraft industry were keys goal, the official said.

One European diplomat said that four months would be “enough time to focus minds while still being very do-able”.

The deal came a day after the UK and US came to their own arrangement whereby Washington also agreed to suspend punitive tariffs linked to the dispute for four months.

The UK had already unilaterally stopped imposing its own tariffs at the start of this year. EU officials and other trade experts have questioned whether the UK would have had the right to continue to impose them anyway, given its exit from the bloc’s customs union.

Brussels imposed extra tariffs on $4bn of US goods in November, covering a wide range of products including sugarcane molasses, casino tables and fitness machines. 

By then the US had already imposed extra duties on $7.5bn of European exports — the result of Washington’s own World Trade Organization victory against aid to Airbus. 

Brussels sees today’s step as a breakthrough that can pave the way for broader co-operation on trade after the tensions of the Trump era — tensions that at times threatened to boil over into a full-scale trade war.

The US-EU aircraft subsidies dispute is one of the longest-running cases in WTO history. Both sides have been found over the years to have failed to properly implement WTO panel rulings on illegal subsides. 

The battle dates back to 2004, the year after Airbus overtook its US rival in terms of deliveries for the first time. Having earlier brokered an agreement with the EU on state aid in 1992, the US launched a case against subsidies for the European group that dated back to the 1970s. Initially the US claimed that $22bn in illegal funding had been given to Airbus.

Trade Secrets

Trade Secrets is the FT’s must-read daily briefing on the changing face of international trade and globalisation.

Sign up here to understand which countries, companies and technologies are shaping the new global economy.

The EU followed up a few months later with a challenge of its own, originally claiming $23bn in illegal aid was offered to Boeing.

The two sides have long remained far apart on the terms of any agreement on how to fund new aircraft development. But with both Airbus and Boeing focused on recovering after the coronavirus pandemic and a hiatus in new commercial aircraft development, industry experts said the timing was right.

The deal will come as a relief to aircraft manufacturers and other businesses on both sides of the Atlantic. French wine producers and Italian cheesemakers have been among those in the vanguard of calls for an end to the dispute. The spirits industry has also been among the US sectors strongly urging a solution. 

Airbus welcomed the decision to suspend tariffs. The company said it supports “all necessary actions to create a level-playing field and continues to support a negotiated settlement of this longstanding dispute to avoid lose-lose tariffs”.

Boeing said it hopes the deal would allow for talks to “bring a level playing field to this industry”.


Source link

Continue Reading