Thread Alitalia da agosto 2015

[Mobius]

Dopo aver letto 50 post arretrati posso dire che:

1) La rivoluzione di AZ, sia essa effettiva o della sola apparenza, richiede tempo. Serve tempo per allestire gli aerei, riverniciarli, per adeguare il network, per fare tutte quelle piccole rivoluzioni che messe insieme riescono davvero ad attirare nuovi passeggeri. Non è una cosa che si può concretizzare nell'arco di pochi mesi, anche perché siamo proprio nel periodo in cui le attività raggiungono il picco massimo. Magari durante la W15 i vari processi potranno subire una certa accelerazione.

E poi AZ è vittima di circostanze che a) non dipendono da lei e b) anche se ci fosse la volontà di risolvere suddetti problemi, gli sforzi richiesti sarebbero titanici. Mi riferisco tra le altre cose alle condizioni di FCO, al fatto che a Milano ci siano due aeroporti - MXP e LIN - che annullano a vicenda la possibilità di creare un hub lombardo, al fatto che il sistema interno italiano sia uno tra i più drogati in assoluto con aiutini, imbrogli vari, lecchinaggio alle LCC, etc.

2) Etihad comanderà pure in Alitalia ma per gli addetti ai lavori non è cambiato praticamente nulla. Sulle e-mail che riceviamo c'è scritto "Etihad Airways Partner" ma non si sente affatto l'appartenenza (nel mio caso indiretta perché io sono handler) a qualcosa di più grande di AZ. Le procedure stanno cambiando lentamente ma nessuno di EY è mai venuto qui per fare un assessment, nonostante il mio, d'estate, sia uno scalo dove AZ e AB combinate dettano legge, per non parlare dei pax EY per l'Australia che passano dal nostro aeroporto e che quindi vedono noi e il nostro servizio come una sinergia AZ-EY. Mi hanno detto che qualcuno di EY è andato a FCO prima dell'incendio per valutare lo scalo, rimanendo scioccato, ma a parte questo EY non ha minimamente manifestato la volontà di fare dei controlli interni per avere un'idea chiara della qualità del servizio.

Forse fanno controlli del genere, ma di nascosto e con personale in borghese, cosa che comunque pregiudica l'efficienza del controllo stesso (senza un tesserino rilasciato dall'ENAC non si ha accesso all'area trattamento bagagli, per esempio, e non si può osservare l'operato di un addetto, né tantomeno entrare nei vari uffici).

Sarò un po' controcorrente ma credo che parte di queste "colpe" siano inputabili proprio ad Etihad. Con le risorse che hanno avrebbero dovuto mandare personale a destra e a manca per fare controlli, rivalutare le procedure, correggere eventuali errori sistematici, etc.

Inviato dal mio SM-G920F utilizzando Tapatalk

 

[Simme71]

.................

PS che poi mi hanno detto che in Y non cambia nulla per il pax in termini di prodotto se non per i tempi biblici (addirittura i vassoi del pasto sembrano più vuoti di prima) per l'erogazione dello stesso

In Y il servizio di EY mi è sempre apparso molto "standard" ma abbastanza celere e organizzato.
Premetto che ho sempre volato su tratte di circa 6 ore con lo stop ad AUH. Sono a 4x3= 12 voli quindi un'idea me la sono fatta.
Dopo circa 30'/40' dal decollo un primo veloce passaggio con bevande e qualche salatino (e spesso hot towels), subito a seguire la distribuzione dei canonici vassoi e ulteriori bibite, a seguire il passaggio caffè/tè.
Circa un'ora prima dell'atterraggio secondo passaggio con bibite, vassoio leggero con un dolce o un salato/panino o piccola colazione, a seguire ulteriore passaggio caffè/tè.
Porzioni giuste per una Y, qualità decorosa, servizio semplice e veloce.
In AZ è diverso?

(*nota: il secondo passaggio, che comunque ho osservato molto variabile sia per quantità sia per cosa viene proposto a seconda dell'orario, l'ho ricevuto sempre anche con QR mentre su EK mai)

 

[millenove77]

Dopo aver letto 50 post arretrati posso dire che:

1) La rivoluzione di AZ, sia essa effettiva o della sola apparenza, richiede tempo. Serve tempo per allestire gli aerei, riverniciarli, per adeguare il network, per fare tutte quelle piccole rivoluzioni che messe insieme riescono davvero ad attirare nuovi passeggeri. Non è una cosa che si può concretizzare nell'arco di pochi mesi, anche perché siamo proprio nel periodo in cui le attività raggiungono il picco massimo. Magari durante la W15 i vari processi potranno subire una certa accelerazione.

E poi AZ è vittima di circostanze che a) non dipendono da lei e b) anche se ci fosse la volontà di risolvere suddetti problemi, gli sforzi richiesti sarebbero titanici. Mi riferisco tra le altre cose alle condizioni di FCO, al fatto che a Milano ci siano due aeroporti - MXP e LIN - che annullano a vicenda la possibilità di creare un hub lombardo, al fatto che il sistema interno italiano sia uno tra i più drogati in assoluto con aiutini, imbrogli vari, lecchinaggio alle LCC, etc.

......

Inviato dal mio SM-G920F utilizzando Tapatalk

Ciao,
ottimo intervento; sono d'accordo su ciò che hai scritto e aggiungo che per per il punto relativo a MXP / LIN, forse è giunto il momento di prendere delle decisioni concrete, anche perché da Milano città e hinterland ormai si sono potenziati i collegamenti, sia ferroviari che stradali, e raggiungere MXP è diventato un po' più semplice e i tempi si sono ridotti rispetto a qualche anno fa; mancherebbe solo qualche miglioria. LIN resterà, anche perché stanno costruendo la linea della metropolitana nuova che collegherà LIN dal centro città stesso. Lo dico contro i miei interessi, in quanto da casa mia, in assenza di traffico, impiego 20 minuti per raggiungere LIN e 50min. per MXP.

Dal mio punto di vista bisogna anche poi dividere il network degli intercontinentali tra FCO e MXP senza dover puntare solo su FCO e peraltro, neanche solo su MXP, ma di sfruttare le posizioni geografiche delle due città per ridurre i tempi di volo, risparmio di carburante e recuperare un po' di pax in più dal centro Europa facendo un po' più di feeding. Per FCO ci vuole solo qualche connessioni migliore tra i terminal... non sarà il massimo, ma CDG non scherza mica in quantità di strada da fare per spostarsi tra un volo internazionale ed un intercontinentale!

Ciao a tutti!

 

[falco108]

We are offering pilots seconded from partner airlines the opportunity to transfer to permanent contracts, flying our most advanced Airbus and Boeing aircraft. Upon joining, seconded pilots undergo an extensive training program that lasts from three to five months. To date, there are almost 200 partner airline pilots seconded to Etihad Airways

Mi chiedo come mai fanno uscire queste notizie .E' ovvio che queste sono "veline" passate all'agenzie stampa con un preciso scopo.....Stanno forse "preparando il terreno" per eventuali altri esuberi ???

 

[kenyaprince]

Sono in totale 200 i piloti arrivati in Etihad da compagnie aeree partner per pilotare gli aeromobili più moderni della flotta, come l’A380 e il B787. Ad affermarlo è una nota dello stesso vettore.
Nel dettaglio, sono 41 i piloti provenienti da Alitalia. Per quanto riguarda gli altri vettori, 52 arrivano da airberlin, 63 da Jet Airways, 25 da City Liner, 4 da Darwin Airlines e 6 da Niki. Ai piloti in distaccamento è anche stata offerta la possibilità di stipulare contratti a tempo indeterminato.

 

[Cesare.Caldi]

Interessante analisi comparativa Milano/Roma di Capa su Alitalia e sull' opportunità di spostare l'hub da FCO a MXP.



As Rome's Fiumicino burns, fashion capital Milan could benefit. Alitalia is left with a hub dilemma

On 07-May-2015 Rome’s Fiumicino-Leonardo da Vinci Airport, the principal airport for the Italian capital and home base of Alitalia, had to be closed down following a serious fire in Terminal 3, which broke out in a coffee shop. Hundreds of flights were cancelled, leading to chaos and confusion amongst passengers as entry was denied to all terminals.
As the crews of 15 fire engines fought to bring it under control the inferno destroyed several passport control cabins and the main commercial zone, including a large area of Duty Free shops. Fortunately there were no direct casualties but shortly after the fire was finally extinguished concerns began to be raised about health and safety issues. Those concerns continue despite action taken by the management of Aeroporti di Roma (AdR) and the Civil Aviation Authority, ENAC, initially to scale down operations to 60% of overall capacity.
Indeed, the fire managed to open a can of worms concerning the overall state of the Fiumicino infrastructure, its suitability to handle large numbers of passengers now and in the future, and whether or not it should even serve as the nation’s primary, showpiece, air gateway, despite a massive planned expansion programme.

Fiumicino’s Terminal 3 at the height of the fire

Source: Associated Press
By the end of Jul-2015 Fiumicino had returned to full passenger capacity despite damage to some 1000 sqm of the terminal building and just in time for the peak vacation season. ENAC authorised the reopening of the main terminal building and the adjacent Pier D, which had been sequestered. The airport did not witness a fall-off of traffic during the time the terminal was closed.
The same number of passengers passed through as in 2014, including 266,000 who were redirected temporarily to the city’s second airport, Ciampino, 7.5 miles (12 km) to the south of the metropolitan region (Fiumicino is 21 miles/35 km to the southwest, close to the coast). In fact, Fiumicino has reached 25 million passengers in less than eight months, with average growth of 7%.
There is latent danger from damaged infrastructure and particulates

But in other ways Fiumicino’s problems were only just beginning. Public health and environmental agencies became involved as it became evident there was a latent danger from both unsafe infrastructure and lingering particulates in the air. In the first week of Jul-2015 the local court in the administrative region of Civitavecchia issued an order to remove fireproofing material in the terminal within a three-month period, due to safety concerns, to which AdR complied. At one stage it appeared that not only might T3 be closed during the removal and decontamination process, but also the entire airport. The National Institute of Health called on ENAC to ensure that T3 at least was closed as “there is still a source of contamination.”

just as things were getting back to normal, Fiumicino was hit by a second Bonfire of the Calamities​

Then, just as things were getting back to normal, Fiumicino was hit by a second Bonfire of the Calamities when, on 29-Jul, the airport was forced to shut down its runways temporarily due to the amount of smoke from a nearby forest fire. Delays and disruptions because of smoke continued into the following day, with delays of up to three hours for some domestic and European services.
As if that wasn’t bad enough, this fire brought a 20-minute power interruption on the following day. ENAC described the situation as “remaining critical,” not so much for Alitalia, which was able to overcome the enforced delays quite quickly, but for the low cost carriers, some of which are fairly new to what is a traditional legacy carrier-supporting airport in the main.
The LCCs using Fiumicino now include Ryanair, although its main base is at Ciampino; the positioning of two aircraft at Fiumicino is part of its policy to attract more business passengers and could be regarded as a case of ‘testing the waters.’ Also easyJet, which has a base operation at Fiumicino (which it will close in Apr-2016, see the section on Milan, below) and Vueling, which has one of its two hubs there (the other is at -base Barcelona). Vueling in particular was badly affected.
Fires and power-out prompt a wider debate

It was a racing certainty that a wider debate about infrastructure suitability would arise out of these incidents, and it has. ENAC was quick to identify and single out the arcane air traffic flows at Fiumicino that exacerbated the effects of the various fires and power cuts. On the day of the forest fire and subsequent power-out for example there were 90 arriving flights and 40 departing ones, and this led to a congestion of both planes and passenger. It turned out that this mismatch was not unusual.
ENAC quickly requested AdR (and Alitalia) to devise a plan to improve the flow of air traffic during ‘critical situations’ and demanded that clearer and more stringent criteria be issued in view of an EU directive taking effect in 2017, which says the airport operator is responsible for balancing the flow of arrivals and departures. A new plan should be in place by the end of 2015. ENAC also called for improvements in fire fighters’ procedures at the airport, and coordination of all involved entities. Moreover, it requested AdR and Alitalia to increase ground staff for passenger information and assistance in view of increased traffic at the weekend and throughout the remainder of the year.
The chart below hints at some of these traffic flow discrepancies. Note especially the period 13:00 to 13:59.
Rome Fiumicino Airport movements per hour for (typical day) Wednesday in the week 10 to 16-Aug-2015

Source: CAPA – Centre for Aviation and OAG
(As a side issue ENAC additionally advised that a current tender offer for baggage handling services will limit to three the number of companies operating at Fiumicino, which should improve the efficiency of operations).
Alitalia threatens to look elsewhere for growth; Ryanair threatens to multiply

The upshot was that Alitalia’s CEO, Silvano Cassano said on 29-Jul-2015 that Fiumicino “in its current state… due to the fragility of the airport infrastructure as a whole… is not an appropriate infrastructure to serve as the hub of an airline with our ambitions”, adding: “if Fiumicino will continue to focus on low cost carriers and mediocre services, Alitalia will be forced to shift its growth elsewhere.”
it would not become a ‘low-cost airport’ if Alitalia chose to leave Fiumicino
The airport, through its MD, Lorenzo Lo Presti, retorted that it has made investments for all carriers, adding that Emirates and Cathay Pacific are among network carriers who have increased capacity at the airport in recent years (though Thai will suspend flights from Feb-2015) . Also that it would not become a ‘low-cost airport’ if Alitalia chose to leave Fiumicino.
Alitalia’s ‘ambitions’ reflect its association with part-owner (49%) Etihad Airways and the ever-increasing code share arrangement it has with that airline; also the forthcoming (2017) termination of the partnership with Air France-KLM, which should open up new long haul markets. (Meanwhile, Alitalia also has a codeshare partnership with Delta.)
It was not long before Ryanair – never knowingly under-hyped – joined the debate. The very next day the LCC stated it plans to add more aircraft, routes and frequencies to its base at Fiumicino, in the event Alitalia “makes additional cuts or leaves the airport.” Ryanair currently bases two aircraft at Fiumicino, where it is currently the fourth largest carrier according to OAG. Ryanair overtook Alitalia as the biggest airline in Italy by seats in 2013 and offers far more destinations.
Alitalia’s alternatives are limited

If it thinks the Fiumicino infrastructure is inadequate then it would not be inclined to consider an expansion at Ciampino​

Where could Alitalia go? If it thinks the Fiumicino infrastructure is inadequate then it would not be inclined to consider an expansion at Ciampino, which is also operated by AdR. Ciampino is more convenient for many Romans and visitors alike. While it does not, unlike Fiumicino, have a direct rail link (only a tiny station about a mile away, with irregular and slow suburban service), there is a plethora of pre-bookable and ad-hoc bus services to and from the main downtown Termini rail station, which is accessible in about 30-40 minutes outside of rush hour periods.
While Ciampino was Rome’s premier airport until 1960 when Fiumicino opened, and while the passenger facilities today are rather better than might be expected at an airport with such a high LCC capacity (100%), there is no provision for transfer traffic in the single terminal building, and no air bridges; all access and egress is on foot or by bus. Put simply, it is a low cost airport, exactly the same sort of edifice that Alitalia hints that Fiumicino is becoming.
Neither are there are any other airports of significance in the region and a plan to build a new one to service the Lazio province (and specifically for LCCs) fell by the wayside several years ago.
So considerable construction would be needed at Ciampino and that is not going to happen. The declared infrastructure expansion is at Fiumicino. According to the CAPA Global Airport Construction Database, almost USD13 billion was identified as being required over a period through to 2044, for terminal expansion and upgrades; a new terminal building; a new runway; and apron and taxiway rehabilitation, in order to take capacity from 35 million to 100 million per annum. Collectively it amounts to one of the biggest projects at an existing airport, and certainly over the longest time span, anywhere on Earth.
Rome Fiumicino needs to increase its infrastructure spend rapidly

Some of the money has already been authorised and spent, while the Italian Transport Minister stated in Aug-2015 (in what was probably a response to the fires and the adverse reaction there from) that as much as EUR1.1 billion (USD1.23 billion) will be required during the next five years at Fiumicino, EUR300 million of it having been allocated this year, and on top of the investment made in 2014 of EUR353 million. He admitted that there has been ‘paralysis’ in the airport’s development over the last 20 years
There is an air of too little, too late about the government’s position. It does not help that half of the state airline is now owned by another – Etihad - whose home base airport knows a little about infrastructure investment advance planning.
Abu Dhabi is spending USD6.8 billion on a new midfield terminal and associated works, which is scheduled to open on 17-Jul-2017 (they even know the exact date), never mind 2044.
So if Alitalia feels obliged to move some of its operations, they are more likely to go to other cities
So if Alitalia feels obliged to move some of its operations, they are more likely to go to other cities.
In Italy, where there is a distinctly ‘poor south’ (even including the capital, though that is about halfway down the country) and a more affluent north, that means one thing: Milan.
Despite downscaling, Alitalia maintains a significant presence in Milan

Alitalia still maintains a significant presence in Milan despite downscaling there during the period of its financial difficulties. Indeed it may come as a surprise that whereas Alitalia has 37.5% of seat capacity at Fiumicino as of Aug-2015 (and 0% at Ciampino), it has 56.5% at Milan’s Linate Airport (and it holds 70% of slots). Then again, Linate is much smaller than Fiumicino, recording just 8.9 million passengers in 2014 compared to 38.5 million at Fiumicino.
Milan’s other airports, Malpensa and the more distant Bergamo, are more influenced (Malpensa) and dominated (Bergamo) by LCCs. As an aside it is intriguing to learn what the second placed airlines are these airports. At Fiumicino it is the LCC Vueling (11.5% of capacity); at Linate it is the leisure travel-oriented hybrid Meridiana (9.2%); while at Malpensa, the leading airline by far is easyJet, with 31.7%).
Total passenger traffic at the three Milan airports in 2014 was 35.9 million compared with 43.4 million at the two Rome airports.
Italy’s main airports

Source: "Principali aeroporti italiani" by ZH - Own work. Licensed under CC BY 3.0 via Wikimedia Commons
The economic case for Milan air services

While Europe is a continent that is well known for large countries that have disproportionate demographic and economic concentrations in their capital cities, notable examples being London, Paris, and to a lesser degree Madrid (and allowing for the fact that is starting to change, at least in the UK) there is quite a difference in Italy.
Rome carries less weight in terms of population than London or Paris. The three million or so people living in the capital’s immediate city-region are broadly equivalent to the number in the Milan city-region, while Milan’s per capita GDP is somewhat higher than Rome’s. But Milan’s broader socio-economic area stretches much further, to encompass some 10 million people across several provinces and within the boundaries of the ‘Blue Banana’ that represents the area of mainland Europe with the highest population and industrial/commercial density. In fact Milan has the third largest economy among all EU cities; and the largest among European non-capital cities.

The rivalry between Milan and Rome is as old as time​

The rivalry between Milan and Rome is as old as time. Milan is Italy’s financial nerve centre and fashion capital. Its business district hosts the Borsa Italiana, the country’s main stock exchange, and the headquarters of the largest national banks and companies. The World Expo is taking place in Milan until 31-Oct. It looks efficient and elegant. Rome, the seat of government and the Catholic Church (which admittedly attracts millions of tourists each year) is highly attractive aesthetically, yet at the same time decrepit, with cobbled main roads that look as if they are the original ‘Roman’ ones (and probably are), a tiny, defunct metro system and an ancient, overcrowded bus network.
In terms of economic resilience, Lombardy, the province for which Milan is the regional capital, has fared far better than Lazio, the central region that includes Rome, during the post-European debt crisis period. During the longest recession since World War II, gross domestic product per capita in Lazio fell by 24.3% according to projections made by Bloomberg, compared to an 8.5% decline in Lombardy.
Where unemployment is the measure, Lazio’s unemployment rate climbed to 11.3% in 2014, while Lombardy’s edged up to 8.4%. The City of Rome also has a bloated public administration with a disproportionate number of municipal employees compared to Milan.
Looking at economic efficiency in transport, Milan reached a total of 100 km (62 miles) of subway in 2015, compared with 62 km in Rome. But physically, Rome is seven times as big. To be fair, there are difficulties in developing an underground system when the city is one big archaeological site.
As mentioned earlier, Rome is considerably more popular as a tourist attraction, with an enduring allure. It has 27 museums, including the most visited tourist site in Italy, the Colosseum, while Milan has just two. It attracts 10 million foreign tourists per annum, but then Milan, surprisingly perhaps, attracts seven million. And a greater percentage of Milan’s total can be classed as business tourism, to conferences and events in addition to individual commercial travel. Tourists never exceed those in Rome at any time of the year but they come closest in January and February when many of the main commercial conferences are taking place. Tourist numbers in Milan rose by 9% in May-2015 and by 12% in Jun-2015. Rome’s tourists increased by just 5% in June.
The other factor to be taken into account – with tongue in cheek - is the soccer one. Milan wins hands down, with 18 ‘scudetti’ (premier league championships) each to AC Milan and Inter Milan, compared to a grand total of just five for Roma and Lazio combined.
there are hard economic reasons why Milan should begin to feature more in Alitalia’s network than it does
So, soccer apart, there are hard economic reasons why Milan should begin to feature more in Alitalia’s network than it does.
Government’s desire to build up Malpensa Airport weakens the case for more Alitalia services

However, there are practical considerations to take into account as well. Linate is popular with the Milanese; it is only 7km east of downtown. But the Lombardy Province and Central Government want to build up Malpensa Airport (40 km), where a third runway is anticipated, though much delayed.
As a result, Linate’s slot capacity has been substantially reduced, although the net beneficiary at this restricted level of operation is Alitalia.

“We are giving the image of an Italy in shambles”​

Malpensa would still be an alternative of course. The SEA Group owns both the main Milan airports (and it may merge with the owner of Bergamo Airport). There is a dedicated cargoterminal called “CargoCity” at Malpensa, which handles over 435,000 tons of traffic annually. It is better placed than Linate for the majority of the wider Milan region population, and its catchment area even crosses into southern France and Austria, perhaps 15 million people in all. The Lombardy President, Roberto Maroni, recently urged Alitalia to “reconsider and return to Malpensa,” adding (with reference to events at Fiumicino), “We are giving the image of an Italy in shambles”.
The government, which is concentrated in Rome, may want to see Alitalia services retained there as far as possible, bearing in mind it cannot directly influence the airport’s operator.
Atlantia-Gemina holds a 96% stake in ADR, together with Local Entities (3%), others (1.2%). In that sense there is precious little difference between it and other European governments, none of which are keen to see any diminution of the ‘flag carrier’ at the capital, irrespective of the ownership. So for all the evident economic reasons to increase capacity outside of Rome, the will to do so may remain weak.
It thus seems as if only a conflagration of the sort witnessed by Emperor Nero in AD 64 will offer the impetus to Alitalia to shift significantly in the direction of Milan.
See the related report: http://centreforaviation.com/analys...ing-pursue-alitalia-across-the-country-234135
Passenger traffic seat capacity distribution by airport – Fiumicino/Linate; Ciampino/Malpensa

http://centreforaviation.com

 

[kenyaprince]

Ritratto lusinghiero di Roma

Rome, the seat of government and the Catholic Church (which admittedly attracts millions of tourists each year) is highly attractive aesthetically, yet at the same time decrepit, with cobbled main roads that look as if they are the original ‘Roman’ ones (and probably are), a tiny, defunct metro system and an ancient, overcrowded bus network

 

[nuff_said!]

The other factor to be taken into account – with tongue in cheek - is the soccer one. Milan wins hands down, with 18 ‘scudetti’ (premier league championships) each to AC Milan and Inter Milan, compared to a grand total of just five for Roma and Lazio

e questa la dice tutta sullo spessore di questa pseudo-analisi, va bene che siamo ad agosto ma a questo punto postiamo qualche scoop di Novella 2000 e commentiamo quello...tipo le foto in topless della Canalis

 

[Dancrane]

e questa la dice tutta sullo spessore di questa pseudo-analisi, va bene che siamo ad agosto ma a questo punto postiamo qualche scoop di Novella 2000 e commentiamo quello...tipo le foto in topless della Canalis

Qualche edificante riflessione anche sull'altro 99% dell'analisi ti viene in mente, per caso?

 

[nuff_said!]

Qualche edificante riflessione anche sull'altro 99% dell'analisi ti viene in mente, per caso?

Certo, ad esempio ATL e' l''aeroporto piu' trafficato degli USA. E che Atlanta citta' non e' minimamente paragonabile ad altre metropoli USA.

Che si fa, spostiamo l'hub anche la'?

 

[AZ209]

yet at the same time decrepit, with cobbled main roads that look as if they are the original ‘Roman’ ones (and probably are)

Sul resto, anche se volutamente esagerato sono in linea di massima d'accordo. Ma sui sampietrini il loro commento e' di un'ignoranza spaventosa.
Fossi in loro tornerei a parlare di aviation e dei problemi di FCO.

Oltretutto mi sorprende come si siano 'dimenticati' di parlare del problema Linate, come se AZ non vada a Malpensa per puro campanilismo...
abbastanza ridicolo imho

 

[Dancrane]

Certo, ad esempio ATL l'aeroporto piu' trafficato degli USA. E che Atlanta citta' non e' minimamente paragonabile ad altre metropoli USA.

Che si fa, spostiamo l'hub anche la'?

Magari pensare che gli USA sono geograficamente parlando un tantino piú grandi dell'Italia, che hanno un sistema aeroportuale ed una gestione dei trasporti un pelino diversi da quello italiano...

 

[nuff_said!]

Magari pensare che gli USA sono geograficamente parlando un tantino piú grandi dell'Italia, che hanno un sistema aeroportuale ed una gestione dei trasporti un pelino diversi da quello italiano...

magari pensare che sono anche meno campanilistici non guasterebbe.

L'analisi di CAPA e' spazzatura, e spero che l'autore di tale "opera d'arte", che immagino sia di patrio suolo per le argomentazioni utilizzate, se ne renda conto.

E magari chiedersi come mai, andata via AZ, nessuno straccio di compagnia ha deciso di riposizionare il suo hub a Milano, nonostante i marciapiedi puliti, gli scudetti vinti e i sorrisi a 32 denti dei suoi abitanti...

Anzi chi ci ha provato se l'e' data a gambe levate.

 

[falco108]

Aereo Alitalia colpito da un fulmine costretto ad atterraggio di emergenza

http://www.corriereadriatico.it/ATT...io_di_emergenza_fulmine/notizie/1522268.shtml

 

[BAlorMXP]

Qualche edificante riflessione anche sull'altro 99% dell'analisi ti viene in mente, per caso?

Si spazzare dalla terra i milanesi. :-D

In linea di massima l'analisi non è malaccio ma purtroppo non tiene conto di Linate che è croce e delizia non solo del sistema aeroportuale milanese ma italiano in senso più generale.
Certe sparate potevano risparmiarsele.

 

[TW 843]

Ad oggi in termini calcistici non so chi sia messo peggio tra Roma e Milano. Quattro squadrette raccapriccianti.

 

[AZ209]

Alitalia still shrinking this summer; capacity set to grow this winter but no new routes currently planned

Despite the influence of its 49% shareholder, Etihad Airways, the Italian flag-carrier Alitalia remains less than forthcoming about the state of its business. It does not publish monthly traffic statistics (although it states that it carried 23.4 million passengers in 2014) and nor does it reveal much about its financial performance. However, the airline’s network and developments in the allocation of the airline’s capacity can be analysed using OAG schedule data. Analysis of this data for all Alitalia Group airline flights, reveals that the airline has still been cutting capacity this summer compared with last.

Source: OAG Schedules Analyser. Includes all flights listed under the following codes: AZ (Alitalia), AP (Air One), XM (CAI First), VE (CAI Second), CT (Alitalia CityJet).​

​

A significant factor has been the closure of the airline’s lower-cost subsidiary Air One, which ceased operations at the end of October 2014. As a result, network seat capacity is down around 8% during the peak summer months this year. From November 2015 onwards, the year-on-year comparisons show a small increase in seat capacity in most months (apart from January 2016) until we get to next July. However, many airlines are still finalising schedules for next year’s peak summer period so the currently scheduled capacity beyond next June may still be increased.

Closure of Air One impacts most on Catania and Venice Marco Polo

A closer look by airport at where Alitalia has cut capacity this summer reveals that there have been only modest reductions at its two busiest hubs, Rome Fiumicino and Milan Linate, where Air One was not present. All of the airline’s next 10 busiest airports have seen year-on-year capacity cuts this August, nine of them of by more than 10%. Catania and Venice Marco Polo have been hardest hit, with Alitalia capacity down by between 30% and 40%. However, according to Assaeroporti statistics for this summer, neither airport has seen significant falls in total passenger numbers as other carriers have stepped in to fill the vacuum left by Alitalia/Air One’s network cuts. In June, Catania reported a drop of 6.7% in passenger numbers while Venice Marco Polo reported a 0.7% increase in demand.

Source: OAG Schedules Analyser for w/c 3 August 2015 and w/c 4 August 2014.​

​

W15/16 network; no new routes planned (as yet)

Looking ahead to the airline’s schedule this winter, we have examined network data for the first week of February 2016 and compared it with the first week of 2015. Relatively few new routes have been added. Fiumicino has seen the addition of two new destinations; Perugia (operated by Darwin Airline and which launched on 2 April 2015) and Seoul Incheon (launched on 4 June). Milan Malpensa and Venice Marco Polo now both have direct links to Abu Dhabi (both started on 29 March), while Pisa has been connected to Berlin Tegel since the start of the S15 season. The new long-haul service between Milan Malpensa and Shanghai does not make this list as it currently only operates during the summer season.

In terms of discontinued non-stop routes, Fiumicino flights to Caracas and Osaka Kansai ended at the start of the S15 season, as did Linate to Vienna (now flown by NIKI but on which Alitalia codeshares) and Venice Marco Polo to Tokyo Narita flights. Based on currently available data, previously year-round services from Fiumicino to Krakow and Vienna, and from Linate to Warsaw Chopin appear to have become summer-only services. At present the airline has not revealed any new routes starting this winter, or even next summer.

http://www.anna.aero/2015/08/19/ali...ail&utm_term=0_ecdbf41674-fc760e6a53-86828017

 

[londonfog]

magari pensare che sono anche meno campanilistici non guasterebbe.

L'analisi di CAPA e' spazzatura, e spero che l'autore di tale "opera d'arte", che immagino sia di patrio suolo per le argomentazioni utilizzate, se ne renda conto.

E magari chiedersi come mai, andata via AZ, nessuno straccio di compagnia ha deciso di riposizionare il suo hub a Milano, nonostante i marciapiedi puliti, gli scudetti vinti e i sorrisi a 32 denti dei suoi abitanti...

Anzi chi ci ha provato se l'e' data a gambe levate.

L'unica a darsi a gambe levate e' stata LHI. Le ragioni sono un po' piu' complesse. Se consideriamo il sistema aeroportuale milanese (in ordine alfabetico di sigla) BGY, LIN e MXP. A me pare che U2 e FR si siano insediate abbastanza bene. Guarda MXP AZ e' la terza compagnia per posti offerti dopo U2 e EK.

Vorrei anche aggiungere che rispetto ai tempi pre-hub ci sono voli per l'Asia (Cathay, Singapore, per ora THAI, Air India) che non esistevano ai tempi pre-hub.

Nuff-said, posso anche essere d'accordo con te sull'analisi 'un po' agostana' di CAPA, quando pretendi di rispondere senza sparate emotive controlla i fatti per favore!

 

[nuff_said!]

L'unica a darsi a gambe levate e' stata LHI. Le ragioni sono un po' piu' complesse. Se consideriamo il sistema aeroportuale milanese (in ordine alfabetico di sigla) BGY, LIN e MXP. A me pare che U2 e FR si siano insediate abbastanza bene. Guarda MXP AZ e' la terza compagnia per posti offerti dopo U2 e EK.

Vorrei anche aggiungere che rispetto ai tempi pre-hub ci sono voli per l'Asia (Cathay, Singapore, per ora THAI, Air India) che non esistevano ai tempi pre-hub.

Nuff-said, posso anche essere d'accordo con te sull'analisi 'un po' agostana' di CAPA, quando pretendi di rispondere senza sparate emotive controlla i fatti per favore!

I fatti dicono che dopo il 2008, anno del dehub AZ, nessun Hub Carrier e' tornato a MXP.

Se non lo hanno fatto gli altri, perche' dovrebbe farlo AZ, tanto piu' che Linate e' ancora li' vivo e vegeto?

L'analisi di CAPA lascia il tempo che trova perche' non prende in analisi questo ed altri problemini che sono sotto gli occhi di tutti e preferisce recensire monumenti e tornei di calcio piuttosto che, la prima cosa che un'analisi seria dovrebbe fare ad esempio, dare un'occhiata ai dati di traffico da Gennaio ad oggi ed accorgersi che il segno e' sempre negativo.

 

[londonfog]

Messaggio #233

... Anzi chi ci ha provato se l'e' data a gambe levate.

Messaggio #239

I fatti dicono che dopo il 2008, anno del dehub AZ, nessun Hub Carrier e' tornato a MXP.

Decidersi per favore, si e' presentato qualcuno che poi se ne e' andato a gambe levate o non si e' presentato nessuno?

A me sembra che il dehub di Malpensa sia successo prima del 2008 ma preferirei soffermarmi sulla apparente contraddizione. Allora si sono presentati e se ne sono andati a gambe levate o non si e presentato nessuno?