Cominciano i tagli da parte dei vettori USA


Seaking

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Dal Corriere.it

Caro petrolio: le compagnie aeree Usa tagliano voli e personale

La Continental ha deciso di ridurre del 16% le tratte interne e di licenziare 3000 dipendenti


WASHINGTON (USA) - Contro il caro petrolio, le compagnie aeree americane stanno giocando l'ultima carta: quello dei tagli dei voli e, di conseguenza, del personale. Continental Airlines ha annunciato il taglio di 3.000 posti di lavoro e la riduzione dell'11% della capacità.


TAGLI - La compagnia aerea americana precisa in un comunicato che per far fronte soprattutto al record dei prezzi petroliferi ridurrà la flotta di 67 aerei, contraendo del 16% su base annua i voli interni a partire da settembre. Questo comporta un ridimensionamento dell'offerta di posti dell'11% rispetto al quarto trimestre 2007. In una lettera inviata dall'amministratore delegato della compagnia, Larry Kellner, ai suoi ai 45.000 dipendenti, si spiega che «l'industria del trasporto aereo è in crisi e che il suo modello di business non regge di fronte all'attuale costo del carburante e all'attuale livello dell'offerta» aggiungendo che si rendono necessari degli interventi anche perchè a fronte degli aumenti delle tariffe i passeggeri diminuiranno. La decisione di Continental giunge all'indomani dei tagli annunciati anche da United Airlines che ha in programma di eliminare fino a 1.600 posti di lavoro, sopprimere la divisione a tariffe scontate, la Ted e, in totale, il ritiro di 100 aerei tra il 2008 e il 2009.
 
Un articolo riassuntivo sulla crisi dei vettori statunitensi:

Fliers in for pain as airlines pack it in

The USA's air-travel map is shrinking fast, dropping scores of routes and flights that airlines simply can't afford anymore in a world of $130-a-barrel oil.
A USA TODAY analysis of fall airline schedules shows the nation's most popular vacation destinations will be among the biggest air-service losers. Many flights to Honolulu, Orlando, Las Vegas and other favorite vacation venues have vanished or will soon because cheap tickets bought by tourists don't cover the cost of getting there.

Travelers who fly among the USA's biggest business airports — such as New York LaGuardia, Chicago O'Hare and Dallas/Fort Worth — will probably see the fewest changes, because there's ample demand and fares are high.

But large cities in the shadow of larger airline hub airports will suffer disproportionate losses. For example, flights out of Oakland, a low-airfare alternative to San Francisco, will have almost a fifth fewer seats this October than a year earlier as airlines reduce or eliminate Oakland service in favor of more profitable flights at San Francisco.

Small cities won't be spared. More than 50 small airports in the Lower 48 states serving places such as Rockford, Ill., and Stockton, Calif., will lose a third or more of the service they had last October as measured by seats on domestic flights. Other midsize airports are seeing double-digit reductions. Kansas City, for example, will have 16% less service in October than a year ago, and Tulsa 13% less.

At least 15 tiny airports such as Merced, Calif., have lost or will lose all of what little air service they had from Mesa Airlines subsidiary Air Midwest, because that small regional carrier is shutting down this month, a casualty of high fuel prices. They are scrambling to replace their service. Many of those small and midsize communities have been served by 50-seat regional jets or even smaller planes, aircraft that generate too little revenue to justify the same service now.

Comparing changes over a broader time frame, the Air Transport Association says air service has been eliminated in 60 communities that had some in 2007, and 37 more will lose all service later this year.

For fliers, fall will bring fewer daily flights on some busy routes, especially less-popular early-morning and late-night flights. There'll be fewer non-stop choices, especially from cities that are not airlines' hub airports. Many travelers accustomed to flying non-stop from their local airports will be forced to drive to a distant airport for the flight they need or will have to use connecting flights.

Where airlines quit flying, reduced competition will allow the remaining carriers to push up fares.

"The good times are about to end for consumers," says airline consultant Mo Garfinkle of GCW Consulting. "They've had it too good, with low fares, for too long. These cuts are just the first step; we will see more this fall."

Most major airlines have announced modest domestic flying reductions of about 10% or less for the fall. Industry analysts such as JPMorgan's Jamie Baker and Calyon Securities' Ray Neidl are calling for cuts of at least 20% of airlines' domestic flying capacity if airlines hope to break even. Some airline officials agree.

"If fuel prices continue at these levels, this will not be enough," says Kevin Knight, United Airlines' senior vice president of route planning.

The result of the industry's flight cutbacks will be exactly what airlines desperately need: big ticket price increases, hence more revenue, because there will be fewer flights to choose from.

Using airline schedule information provided by OAG-Official Airline Guide, USA TODAY last week compared U.S. carriers' preliminary October 2008 schedules with those for last October for flights within the USA. Airlines are setting the bulk of their cutbacks to start in the fall, but some have not finalized their published schedules yet, so the full extent is unknown. Alaska Airlines said Tuesday its planned cuts in domestic flying will be nearly double what USA TODAY found a week ago. Reductions will fall harder on domestic routes than international ones, where there's generally less competition and more profit potential for airlines.

Many of the air-service cutbacks that are publicly known today fall into three broad categories:

Vacation spots squeezed

Four carriers are trimming seats from the 48 contiguous states to Hawaii, USA TODAY's analysis shows. Just last week, American Airlines (AMR) announced plans to quit flying from its Chicago O'Hare hub airport to Honolulu, for example. United (UAUA) has its Hawaii service "under review," Knight says.

For October, air service from Honolulu to the U.S. mainland will be down 10% year-over-year.

Hawaii will have a quarter less scheduled air service than a year ago, measured by seats on flights. Inter-island flights provided by defunct Aloha Airlines account for a lot of that cut. Aloha and ATA Airlines, which flew between Hawaii and the U.S. mainland, shut down this spring.

Those failures cost Hawaii 1 million visitors a year, says the Hawaii Visitors and Convention Bureau. To fight back, Hawaii will spend an extra $3 million in the next few months to market to the U.S. mainland.

"We're looking at a crisis, not just in Hawaii, but across the country," says John Monahan, the convention bureau's CEO.

Meanwhile, Las Vegas, the nation's casino capital and a magnet for low-fare carriers, is also drawing major reductions in service. US Airways (LCC), the No. 2 Las Vegas carrier after Southwest (LUV), will have about a quarter less flying capacity out of the city this October, more than 120,000 fewer seats. Delta (DAL) and Northwest (NWA) will be down about as much in percentage terms.

One reason is that the average airfare per mile flown on Las Vegas flights is among the lowest of any airport, according to consulting company Sabre Airline Solutions. In May, it was about 10 cents, compared with 16 cents a mile on flights from Minneapolis, for example.

US Airways' downsizing in Las Vegas includes eliminating its cheap "red-eye" flights that took off late and flew through the night to the East Coast.

"If there are plenty of seats to go during the day, most people would rather fly during the day than make a red-eye flight, so those seats are going first," says Andrew Nocella, US Airways' chief planner.

In Florida, numerous vacation destinations, especially theme park-packed Orlando, will suffer a drop-off in service this summer and fall. Because so many airlines serve Orlando, the average fare per mile on outbound flights is only about 11 cents, among the lowest of any U.S. airport.

So Delta, one of the three biggest airlines there along with Southwest and AirTran (AAI), says it will cut 45% of its seats to Orlando starting this month. Delta is eliminating non-stop flights between Orlando and cities that are not its hubs, many of them regional jet flights.

It will stop flying non-stop from New Orleans to Orlando and Nashville to Orlando, among others.

Secondary airport options narrow

Some airports that are smaller and lower-fare alternatives to big metropolitan airports are losing far more service than their big-city counterparts, where fares are typically higher. In some cases, as they park scores of planes, airlines are simply withdrawing from so-called secondary airports.

Continental Airlines (CAL) is pulling out of Midway Airport, Chicago's secondary airport, while staying at Chicago O'Hare. Delta is leaving Islip, Long Island's MacArthur, an alternative to the big three New York airports. American is getting out of Oakland — which it has served since 1947 — but staying at San Francisco.

In October, Midway, Islip and Boston-alternative Manchester, N.H., will each have lost more than a tenth of the seats they had last year.

Not every secondary airport is losing service. Fort Lauderdale, a well-known alternative to Miami, is gaining flights this fall, USA TODAY's analysis found.

What secondary airports have in common is that they are havens for low-fare carriers, especially discount powerhouse Southwest Airlines. Southwest began exploiting secondary airports decades ago because they are gateways to major cities but lack the high operating costs of nearby bigger airports.

The presence of Southwest and other discounters such as AirTran Airways at an airport depresses fares across the board because airlines such as American or Delta must match the lower fares. That is why the average one-way fare from Oakland is $103, compared with $187 from San Francisco, says Sabre.

For years, Oakland has been the less-expensive alternative to San Francisco, a giant hub for United. Six years ago, Oakland was the USA's second-fastest-growing airport, behind Cincinnati.

Although Southwest remains its leading airline, the airport has been hit hard by the shutdowns of ATA and Aloha, American's planned pullout, and capacity reductions by Delta, United, US Airways and Alaska.

As a result, Oakland has shelved plans for a third airport terminal.

"We were the media darling," recalls Oakland airport spokeswoman Rosemary Barnes. "This is the first time in 10 years we have seen a reduction in service."

For airlines without Southwest's cost advantages, offering the same air service at secondary airports is out of the question now. Where they can't compete profitably, American, United, Delta, Continental, Northwest and US Airways are fleeing from low-cost airlines, leaving them with larger market shares.

Communities losing 'RJ' links

As fuel prices are hitting certain communities harder than others, they are also battering smaller planes much harder than full-size jets. Introduced in the 1990s, regional jets — or "RJs" — became immensely popular because they fly faster and farther than turboprops and were sized right for smaller cities.

With oil at $130 barrel, small jets don't carry enough people to pay for fuel on many routes. The grounding of scores of regional jets and other small aircraft will usher in many of this year's air-service cuts. Delta, with the industry's largest fleet of regional jets, plans to park as many as 70 regional jets this year. American, which owns regional carrier American Eagle, will ground about 40.

The schedule shows Delta in October will stop flying about 70 non-stop routes that were flown with RJs a year earlier. Many connected midsize cities to Orlando or other leisure destinations. Others were convenient, business routes, such as Reagan Washington National Airport to Columbus, the capital of Ohio.

The result will be fewer and less-convenient connections. Delta's non-stop RJ flight between Boston and Norfolk, Va., for example, takes less than two hours. Once it's gone, flying between those two cities will mean connecting through New York Kennedy Airport, a trip that will take anywhere from four hours to more than six hours, depending on the layover time in New York.

Continental Airlines will reduce its RJ service by 8% in October. One casualty: Cleveland to Chicago Midway service, an RJ route Continental will stop flying.

"We think 30% of the flights being flown by 50-seat regional jets were losing money. There's going to be a panic to unload these airplanes," says aviation consultant Michael Boyd of the Boyd Group.

Some cities take multiple cuts

As schedule reductions unfold, some cities are suffering multiple blows. One is Kansas City.

Nearly all of the 13 airlines that served Kansas City last October will offer fewer flights this October. Small Midwest Airlines, for whom Kansas City is a hub, will provide a third less service this October than last October. AirTran Airways, which offered five non-stop flights a week last year from Kansas City to Orlando, is going to one. All-RJ ExpressJet Airlines is cutting Kansas City service 79%. American is abandoning Kansas City to Dallas Love Field, a route where it offered eight regional-jet flights a day. Southwest, which is based at Love Field, has eight daily non-stop flights serving Kansas City. It is trimming slightly but will have by far the most service there.

Last year, Kansas City — home to Hallmark, H&R Block, Russell Stover and Sprint, among others — was one of the USA's fastest-growing airports, adding 16 routes in 2007.

Kansas City air service manager Justin Meyer says Kansas City is emblematic of changes playing out around the country. He thinks what's happening at his airport will not be the exception.

"We might be on the leading edge," he says.

http://usatoday.com/travel/flights/2008-06-03-airlines-cuts-flights-fares_N.htm?imw=Y
 
Grazie degli articoli!

Leggendo dei forti tagli alle rotte operate con regional jets, viene da chiedersi se possa essere conveniente una graduale conversione delle flotte da RJ a turboprop, più lenti si ma anche più fuel-efficient.
 
Grazie degli articoli!

Leggendo dei forti tagli alle rotte operate con regional jets, viene da chiedersi se possa essere conveniente una graduale conversione delle flotte da RJ a turboprop, più lenti si ma anche più fuel-efficient.

qui leggendo si capisce che tutti tagliano... da noi, invece, non si fa nulla! anzi si mettono a pascolare gli aerei e si tiene la gente a casa stipendiata (ieri tornando da roma ho sentito naviganti che si lamentavano che facevano 20 ore di volo al mese e non guadagnavo a sufficienza... sfido sono in 5000 con 8 voli di numero da dividersi... fra un pò si meneranno tra di loro)
 
qui leggendo si capisce che tutti tagliano... da noi, invece, non si fa nulla! anzi si mettono a pascolare gli aerei e si tiene la gente a casa stipendiata (ieri tornando da roma ho sentito naviganti che si lamentavano che facevano 20 ore di volo al mese e non guadagnavo a sufficienza... sfido sono in 5000 con 8 voli di numero da dividersi... fra un pò si meneranno tra di loro)

Bentornato Concorde! ..immagino tu sia stato abbastanza impegnato ultimamente...;)

Quoto quanto dici, ma come ben sai "l'onore" dei tagli al personale spetterà a chi compra... ora come ora, ad una riduzione della capacità produttiva corrisponde solo un parziale risparmio.
 
Quoto quanto dici, ma come ben sai "l'onore" dei tagli al personale spetterà a chi compra...

ti cito soltanto, seaking.
qualcuno il calcio nel sedere l'ha già ricevuto. mi spiace che nessuno se ne sia accorto.
evidentemente sono tutti presi dalla spasmodica ricerca della cordata italiana...
Fantozzi al confronto sembra un film drammatico!

mi verrebbe da dare del buffone a qualcuno ma non vorrei fosse lesa maestà.
 
ti cito soltanto, seaking.
qualcuno il calcio nel sedere l'ha già ricevuto. mi spiace che nessuno se ne sia accorto.
evidentemente sono tutti presi dalla spasmodica ricerca della cordata italiana...
Fantozzi al confronto sembra un film drammatico!

mi verrebbe da dare del buffone a qualcuno ma non vorrei fosse lesa maestà.
La più grande compagnia aerea italiana è senza CEO da due mesi e qualche giorno: forse è meglio avere un buffone che il nulla ...

AGGIUNGO: quello che racconti è ancora più sconcertante. Stanno facendo tutto quello che NON si deve fare se si vuole risanare un'azienda.
 
Ultima modifica:
ti cito soltanto, seaking.
qualcuno il calcio nel sedere l'ha già ricevuto. mi spiace che nessuno se ne sia accorto.
evidentemente sono tutti presi dalla spasmodica ricerca della cordata italiana...
Fantozzi al confronto sembra un film drammatico!

mi verrebbe da dare del buffone a qualcuno ma non vorrei fosse lesa maestà.

In effetti hai ragione, dovevo sottolineare che parlavo dei lavoratori NON stagionali...
 
La più grande compagnia aerea italiana è senza CEO da due mesi e qualche giorno: forse è meglio avere un buffone che il nulla ...

AGGIUNGO: quello che racconti è ancora più sconcertante. Stanno facendo tutto quello che NON si deve fare se si vuole risanare un'azienda.

non sai a chi vorrei dare del buffone, però...fai i conti senza l'oste!!! :-)

e non sarebbe ora che dopo 61 anni di compagnia non si perdesse altro tempo a prendersi per i fondelli???
se questo è l'inizio del risanamento di Alitalia allora non perdo tempo ad acquistare un biglietto in prima fila.
lo spettacolo è assicurato, il divertimento pure.

le elezioni sono alle spalle, se non erro. della soluzione paventata in campagna elettorale non v'è traccia così come non v'è traccia di un nuovo CDA e di un CEO degno del nome.
dopo il presidente operaio arriverà il presidente comandante.
e magari dopo il presidente hostess...spero indossi i pantaloni e non la gonna!

chiedo scusa per aver trascinato il thread in OT.
 
per risanare alitalia, secondo me, ci sono solo due strade:

a) chiamare come AD mahmoud ahmadinejad e dar lui carta bianca... oppure, se non si vuole un ad straniero;
b) chiamare gnazio la russa e lasciargli usare i carrarmati
 
per risanare alitalia, secondo me, ci sono solo due strade:

a) chiamare come AD mahmoud ahmadinejad e dar lui carta bianca... oppure, se non si vuole un ad straniero;
b) chiamare gnazio la russa e lasciargli usare i carrarmati

sarebbe bastato gestirla come un'azienda e non come terra di conquista della politica una quindicina di anni fa.
sappiamo tutti com'è andata, invece. non serve a molto stupirsi ora, si rischia la figura degli ipocriti.
 
Quindi ricapitolando:

Continental dovrebbe mettere al prato 67 B737 entro 18 mesi (presumo tutti i 733 e una ventina di 735)
United tutti e 94 i B737 che hanno in flotta e 6 B744 entro l'anno


....temo che a breve i deserti della california e dell'arizona saranno la nuova casa per molti di questi volatili...
 
DATE:05/06/08
SOURCE:Flight International
Northwest undertakes capacity review
By Mary Kirby

SkyTeam member Northwest Airlines has begun a review of its capacity plans to determine if additional changes should be made in light of unprecedented fuel prices.

Confirming the latest review Northwest VP of corporate communications Tammy Lee says: “With fuel at these prices every airline, including Northwest, needs to examine whether it has the right level of capacity in the market.”

The examination follows on the heels of announcements by American Airlines and United Airlines that they will dramatically slash capacity and reduce their fleets. And it comes two months after Northwest revealed its own plan to reduce scheduled domestic system capacity by about 5% in September.

To support this measure, Northwest will remove an additional 15 to 20 aircraft from service. Two DC-9s are being removed this month and the remainder in the fall to coincide with schedule reductions. The fleet reductions include approximately 10 DC-9s with the balance being a mix of Boeing 757s, Airbus A320s and A319s, says Northwest.

It remains unclear if additional DC-9s or other aircraft types will be culled. “We are undertaking that review, but have nothing to announce at this time,” says Lee.
 
Dal Corriere.it

Caro petrolio: le compagnie aeree Usa tagliano voli e personale

La Continental ha deciso di ridurre del 16% le tratte interne e di licenziare 3000 dipendenti


WASHINGTON (USA) - Contro il caro petrolio, le compagnie aeree americane stanno giocando l'ultima carta: quello dei tagli dei voli e, di conseguenza, del personale. Continental Airlines ha annunciato il taglio di 3.000 posti di lavoro e la riduzione dell'11% della capacità.


TAGLI - La compagnia aerea americana precisa in un comunicato che per far fronte soprattutto al record dei prezzi petroliferi ridurrà la flotta di 67 aerei, contraendo del 16% su base annua i voli interni a partire da settembre. Questo comporta un ridimensionamento dell'offerta di posti dell'11% rispetto al quarto trimestre 2007. In una lettera inviata dall'amministratore delegato della compagnia, Larry Kellner, ai suoi ai 45.000 dipendenti, si spiega che «l'industria del trasporto aereo è in crisi e che il suo modello di business non regge di fronte all'attuale costo del carburante e all'attuale livello dell'offerta» aggiungendo che si rendono necessari degli interventi anche perchè a fronte degli aumenti delle tariffe i passeggeri diminuiranno. La decisione di Continental giunge all'indomani dei tagli annunciati anche da United Airlines che ha in programma di eliminare fino a 1.600 posti di lavoro, sopprimere la divisione a tariffe scontate, la Ted e, in totale, il ritiro di 100 aerei tra il 2008 e il 2009.

Continental Airlines yesterday detailed route closures stemming from its decision last week to downsize (ATWOnline, June 6), leading to a mainline system capacity reduction of 6.8% year-over-year in the fourth quarter. From Sept. 3 it will discontinue a number of routes.

Most prominently, it will stop flying Houston Intercontinental-Washington Dulles, IAH-Oakland, Newark-Cologne, EWR-Salt Lake City, Cleveland-IAD and Guam-Bali. Other destinations it will stop serving from its IAH hub include Cali, Chattanooga, Guayaquil, Hartford, Monclova, Montgomery, Palm Springs, Reno, Sarasota and Tallahassee.

In addition to CGN and SLC, it will cease operating from EWR to Austin, Birmingham, Charleston (S.C.), Charleston (W.Va.), Cincinnati, Des Moines, Detroit, Green Bay, Greensboro, Lexington, Little Rock, Memphis, Nashville, Norfolk, Oklahoma City, Omaha, Ottawa, San Antonio, San Diego, Sarasota, Savannah, Toledo and Tulsa.
ATWonline
 
US Airways unveils initiatives to tackle 'unprecedented times'
Friday June 13, 2008
US Airways yesterday unveiled a range of initiatives designed to negotiate what Chairman and CEO Doug Parker called "this new and challenging environment," including introduction of a $15 charge for the first piece of checked baggage, aircraft returns and up to 1,700 job cuts.

Similar to its domestic rivals, US is facing a fiscal crunch as a result of soaring fuel costs. It said its 2008 fuel expense will increase by $1.9 billion from the previous year to 39% of the mainline and regional total. It lost $236 million in the first quarter.

"Our industry is profoundly challenged by the dramatic increase in fuel prices and we must write a new playbook for running a profitable airline," Parker said. "We are taking every action to operate a strong and competitive airline, while ensuring that our customers have continued access to competitively priced air travel."

The carrier will return 10 mainline aircraft through next year, cancel leases on two A330-200s scheduled to arrive in the 2009 second quarter and is "planning to reduce additional aircraft in 2009 and 2010." Returned aircraft will comprise six 737-300s this year and four A320s in the 2009 first half.

Fourth-quarter mainline domestic capacity will be cut 6%-8% year-over-year, above the originally planned 2%-4%. Total fourth-quarter mainline capacity will be down 4%-6%, with full-year capacity now projected to be 1%-3% below 2007. Significant reductions will come at its Las Vegas base, where it will end its night operation and reduce daily departures to 81 by Sept. 3 from a high of 141 one year before.

US said its payroll trim will comprise approximately 300 pilots, 400 flight attendants, 800 airport and ground employees and 200 office and management staff. It expects front-line cuts to be accomplished through attrition, and said that "any necessary furloughs following the summer travel season will be offset as much as possible by voluntary leaves of absence as permitted by the respective labor contracts."

It also will close its lounges at Baltimore and Raleigh-Durham in addition to three arrivals lounges in Europe and three domestic cargo stations.

To generate more revenue, US has joined American Airlines and United Airlines in charging for the first checked bag. The fee will apply to tickets purchased from July 9 on domestic flights and those to Canada, Latin America and the Caribbean, with certain exceptions. It will end another traditional amenity on Aug. 1 when it begins charging $2 for nonalcoholic beverages in domestic economy cabins. New fee structures also will be applied to non-Internet ticket purchases, award redemptions and other services.

"The actions we are announcing today, coupled with our strong relative cash position and no material debt payments until 2014, will help US Airways persevere through these unprecedented times for our industry," Parker said.


by Brian Straus
ATWonline