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Discussione: Schiphol ormai saturo, disperato bisogno di Lelystad

  1. #1
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    Schiphol ormai saturo, disperato bisogno di Lelystad

    I punti salienti

    Schiphol, il principale aeroporto della capitale olandese è infatti allo stremo e il suo presidente e Ceo, Jos Nijhuis, il 16 febbraio ha testualmente dichiarato che «si ha disperatamente bisogno dello sviluppo dello scalo di Lelystad per essere in grado di soddisfare gli obiettivi» del gruppo. «Se Schiphol si fermasse, l'Olanda volerebbe all'indietro», ha aggiunto Nijhuis.
    Nel 2017 i passeggeri sono stati 68,5 milioni con un incremento del 7,7% rispetto all'anno precedente. Il numero di voli per Amsterdam (496.748) ha praticamente raggiunto il limite annuo di 500mila voli fissato per il periodo fino al 2020. I dati relativi a gennaio di quest'anno certificano che di questo passo l'aeroporto sarà presto saturo. I passeggeri sono stati 4,9 milioni, con un aumento del 7,6% rispetto allo stesso periodo dello scorso anno. Il numero totale di movimenti di trasporto aereo è aumentato del 4,1%. A gennaio la percentuale dei viaggiatori la cui destinazione iniziale o finale è stata Amsterdam è aumentata dell'8%, un valore superiore alla percentuale dei viaggiatori in transito (7,2%).
    L'aeroporto di Lelystad, che fa parte del Gruppo Schiphol, sorge sull'isola di Flevopolder.
    Il piano di sviluppo dello scalo di Lelystad prevede che si arrivi a un massimo di 45mila voli annui entro il 2019 (che dovrebbero diventare 60mila entro il 2043) per permettere di decongestionare l'aeroporto principale di Schiphol. Il ritardo dell'attuazione del piano metterebbe in crisi lo sviluppo del secondo hub mondiale del trasporto aereo dopo Francoforte.
    http://www.ilsole24ore.com/art/mondo/2018-02-23/schiphol-stremo-funzionari-ema-rischiano-rimanere-terra-194918.shtml?uuid=AEq9G75D

  2. #2
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    A sostenere la tesi, qualche articolo in ordine sparso.

    1)Traduzione dall’olandese

    https://nieuws.klm.com/reactie-klm-uitstel-lelystad-airport/

    KLM ha preso atto della decisione del Ministro Van Nieuwenhuizen di rinviare di nuovo l'apertura dell'aeroporto di Lelystad di un anno fino al 2020. KLM è molto dispiaciuto che l'accordo di Alders non venga rispettato. Sono stati presi accordi sulla funzione dei campi regionali e questi saranno utilizzati solo come overflow (voli che verrebbero effettuati prima da Schiphol).

    La crescita a Schiphol fino al 2020 sarebbe possibile se il traffico a Schiphol potesse essere trasferito all'aeroporto di Lelystad. Ora che la capacità all'aeroporto di Leystad non è disponibile, la crescita a Schiphol deve essere resa possibile.

    Il blocco di Schiphol nei prossimi anni avrà conseguenze molto negative per la crescita del mainport Schiphol e del vettore domestico KLM e dell'accessibilità, del clima e dell'occupazione associati. Il settore dell'aviazione olandese apporta un contributo di 30 miliardi al PIL olandese ed è responsabile di 300.000 posti di lavoro.


    2)
    http://www.aviation24.be/airports/lelystad-ley/royal-schiphol-groups-reaction-opening-lelystad-airport-postponed/

    The opening of Lelystad Airport is now officially postponed from April 2019 to “2020”. And because Amsterdam Airport has to limit itself to 500,000 movements, the problem for cargo operators will not be solved soon. For 2017, AMS had over 499,500 movements.
    In 2020, Lelystad Airport will be allowed 4,000 movements. In 2021: max. 7,000. As from 2022: max. 10,000. For 2020, the 4,000 yearly means a maximum of 5 flights per day in and 5 out. Airport taxes at Lelystad thus will have to be minimal to convince airlines to move from AMS to Lelystad.

    Both Schiphol Airport and Lelystad Airport are managed by the Royal Schiphol Group.

    CEO and President of Royal Schiphol Group Jos Nijhuis:
    “Of course, I understand that the Minister has to put due diligence first. On the other hand, the Dutch aviation sector now has to wait even longer for a political and social decision made 10 years ago to be implemented. I find that [situation] disappointing”.

    “The aviation sector continues to grow and people increasingly use planes to get to work or go on holiday. Lelystad Airport’s opening on 1 April 2019 was part of the solution to address that situation, which the Minister also acknowledges. Unfortunately, this will not happen now”.

    “In this way, we cannot implement the selectivity agreed upon by the aviation sector, local residents and politicians in the Alders Agreement. This agreement was unified and indivisible. That means we will have to renegotiate a new agreement together”.



    3)Tradotto dall’olandese

    https://www.rijksoverheid.nl/ministeries/ministerie-van-infrastructuur-en-waterstaat/nieuws/2018/02/21/minister-van-nieuwenhuizen-kiest-voor-uitstel-opening-lelystad-airport

    L'aeroporto di Lelystad prenderà più di 4.000 movimenti di aerei da Schiphol nel primo anno. Il secondo anno coinvolge 7.000 movimenti di aeromobili, dopo di che sarà possibile un massimo di 10.000 movimenti di aeromobili dal 2022 in poi. A lungo termine, il ministro osserva che all'aeroporto di Lelystad possono essere effettuati un massimo di 45.000 movimenti di aeromobili. Questo massimo sarà incluso nel decreto aeroportuale.


    Con la decisione del Ministro, attua l'accordo dell'accordo di coalizione per lo sviluppo selettivo di Schiphol. L'aeroporto nazionale è importante per la competitività internazionale e l'occupazione. Il numero di viaggiatori sta crescendo; traffico di lavoro e di piacere. L'aeroporto gemello di Lelystad consentirà a Schiphol di prendere in consegna parte dei voli, in particolare verso destinazioni turistiche. Ciò consente a Schiphol di concentrarsi sui voli aziendali e intercontinentali.

    Nella lettera alla Camera dei Rappresentanti, il Ministro ha indicato che alcuni passi importanti dovrebbero essere presi verso l'apertura. La commissione per il m.e.r. per consigliare sull'aggiornamento VIA. Inoltre, la regola della distribuzione del traffico viene testata dalla Commissione europea. La regola della distribuzione del traffico fa parte della cosiddetta politica di selettività con cui è regolato il trasferimento dei voli Schiphol a Lelystad. Il decreto aeroporto modificato è appeso alla Camera dei Rappresentanti e al Senato e segue il consiglio del Consiglio di Stato.


    4)
    https://www.lloydsloadinglist.com/freight-directory/news/Freighter-flights-to-get-priority-on-returned-slots-at-Schiphol/70959.htm#.WpL6DGah2Rt

    Air cargo stakeholders hope the agreement yesterday will at least partially offset the double-digit reduction in freighter flights at the airport since the start of the winter season on 29 October after Schiphol breached an agreed annual quota of 500,000 air traffic movements (ATMs), triggering a slot-reduction process.

    Earlier this autumn, a number of cargo airlines including AirBridgeCargo (ABC), Singapore Airlines and Emirates SkyCargo transferred some of their flights from Amsterdam to neighbouring airports such as Liège and Brussels.

    Schiphol’s head of cargo, Jonas van Stekelenburg, said that full freighter movements at AMS were down by 11.6% in November compared to the same month last year.





    5)
    https://www.cargoforwarder.eu/2017/12/17/all-s-well-that-ends-well-in-ams/


    “The local rule proposed by KLM implies a fairer way to obtain historic rights for full freighters.
    At ACN, we’re happy as well,” says Ben Radstaak, managing director of Air Cargo Netherlands.
    The airlines represented at the Coordination Committee had to vote on two proposals, one by Schiphol Group and one by KLM. Eventually only the KLM proposal was put to the vote, since it was more detailed. Historic rights and slot optimisation are central in this proposal. Non-flown slots, e.g. due to bad weather conditions, are to be allocated preferably to freighter operations.

    The problems in Schiphol set in motion a game of musical chairs involving neighbouring airports like Brussels, Liege and Hahn. Eventually it even trickled down to Ostend Airport, which had to accommodate ad-hoc flights of Magma Aviation which could not be handled at LGG due to the extra volume of AirBridgeCargo.

    -Positive effect on Brussels Airport
    For Brussels Airport the additional cargo may have contributed to the year-on-year volume growth of 9.4% last November.

    -Maastricht wins Emirates freighters

    The message on the importance of Schiphol and the air cargo industry for the Dutch economy is apparently being taken very seriously by the new government.
    Only recently, the Ministry lifted a ban prohibiting the full-length use of Maastricht Aachen Airport’s runway. This will allow the airport to accommodate larger sized aircraft or with higher payloads. This may have triggered Emirates SkyCargo’s decision to introduce three weekly flights from MAA to Dubai this February. As from March the service will be expanded to seven per week.


    6)
    https://www.ch-aviation.com/portal/news/62503-schiphol-seeks-to-ease-slot-constraints-for-cargo-operators


    Amsterdam Schiphol Airport's slot coordination committee has submitted a "local rule" proposal to the Dutch Ministry of Infrastructure and Water Management which, if approved, would make it easier for cargo airlines to secure slots at the Dutch gateway.

    According to the Dutch shippers and logistics organization, Evofenedex, the proposal was submitted by both the airport’s operator, Schiphol Group, and KLM Royal Dutch Airlines (KL, Amsterdam), albeit separately. The plan, which has already been approved by a large majority of carriers in the slot coordination committee, would see cargo carriers gain priority in the allocation of unused slots.

    The proposal was put forward in response to an ongoing debacle over slot allocations for cargo operators at the increasingly congested airport.
    Under global IATA rules, airlines which use their slots less than 80% of the times risk losing them. This threshold is more difficult to reach by cargo airlines, whose operations are less regular than those of their passenger counterparts.

    Schiphol was forced to introduce a slot-reduction process with the onset of the winter 2017/18 season after it breached a legally prescribed quota of 500,000 aircraft movements per annum earlier this year.


    The situation has recently forced some of the full-freighter carriers to relocate to other airports, mostly Liège and Brussels National. After Russian operator AirBridge Cargo has lost ten of its twenty-three weekly slots, Russia threatened to close its airspace to Dutch-registered aircraft and airlines in retaliation. The conflict was eventually resolved by a slot-sharing commercial agreement between the cargo operator and KLM.

    7)
    https://insights.abnamro.nl/en/2017/12/turbulent-times-for-schiphol/

    Industry association Air Cargo Netherlands (ACN) has sounded the alarm and argues for a so-called local rule. This rule would give cargo airlines priority for the slots which are relinquished to Schiphol by passenger airlines. The Ministry agreed with this procedure, provided that it takes place according to the relevant European directives and that other airlines at Schiphol issued their approval. The latter did not happen. According to the industry associations, the low-cost carriers were opposed to the measure. The Minister has instructed Schiphol to look into additional cargo flights and the redistribution of relinquished slots. An additional meeting is scheduled for 14 December, during which a vote will be held on the new local rule.

    In response to the situation, several cargo airlines have relocated their flights to airports in neighbouring countries because they have not been given sufficient slots at Schiphol. AirBridgeCargo (ABC), a large cargo carrier from Russia, moved a number of flights from Schiphol to Liège. In addition, Emirates SkyCargo and Singapore Airlines Cargo have indicated that they are relocating some flights to Brussels, among other places. Emirates SkyCargo will also be operating several flights from Maastricht Aachen Airport. Schiphol has confirmed that 37 of the 150 weekly cargo flights will disappear.
    Ultima modifica di MrG4; 25-02-2018 alle 20:20

  3. #3
    Grazie MrG4... dettagliatissimo!!
    Insomma ancora nulla per due anni, di Lelystad se ne parla al 2020.

  4. #4
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    Citazione Originariamente Scritto da Michele-TRN Visualizza Messaggio
    Grazie MrG4... dettagliatissimo!!
    Insomma ancora nulla per due anni, di Lelystad se ne parla al 2020.
    Grazie

  5. #5
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    Qualche altra info che aiuterebbe a rispondere a qualche domanda, e a chiarire qualche dubbio (miei in primis) sul perché di tali limiti, del bisogno di Lelystad, e delle varie arrabbiature del Gruppo Schiphol e Klm.

    http://www.airportwatch.org.uk/2015/04/26072/
    Unlike airports in the UK, Schiphol has*strict noise regulations about which runways can be used, and when. *The*use of the 3 runways which go over densely-populated areas is avoided whenever possible. Schiphol has almost reached its*permissible noise limits, – and a limit of 510,000 per year (cf. 480,000 at Heathrow. Ps: è ancora questo?). * The system in use at Schiphol to protect residents from aircraft noise is more rigorous than in the UK, and the*Dutch take their noise responsibilities on aircraft noise too seriously*to allow Schiphol to become effectively a UK hub.

    Schiphol-map.jpg

    PDF
    http://hacan.org.uk/blog/wp-content/...-Schiphol-.pdf

    Runway system

    Schiphol has 6 runways of which one is used only for small planes and for regular planes under Southwest storm conditions. The other 5 runways are normally used for all traffic, except those small planes. Two of these runways are preferred, covering a significantly less densely populated area and thus producing far lower numbers of seriously hindered houses and people, which is the present legal standard for noise reduction measurements in the Netherlands. The remaining three runways mostly are used as the second or third runway. These are called the secondary runways as they cover densely populated areas. This runway system was built decades ago due to the fact that the Dutch weather is dominated by strong winds from various directions, mostly from Southwest to Northwest.

    Runways Ams.jpg


    Noise reduction


    Negotiations on noise reduction should not exceed 510,000 p.a. until 2021.
    The measurement system will be an input system based on calculated annual amounts of expected noise being totalized per year for the inner and outer areas. The noise calculations are based on the expected annual number of AM per plane type and routes across both areas. The number of houses and people affected by this noise pattern is fixed at the situation in 2005, the reference year for the above mentioned equivalent protection. Recent calculations indicate that owing to all reduction measures and air fleet noise innovations the maximum amount of traffic could be no more than 485,000 AM, which may grow to 510,000 after the full introduction of a new departing system (NADP2 for steeper climbing).

    (Già un cambio nelle misurazioni è avvenuto, perchè prima venivano fatte così: The actual noise of passing planes is physically measured and added up to annual totals per point. If a total at a certain point will exceed its legal maximum, the relating runway can no longer be used and traffic should be diverted to alternative runways.)

    Schiphol is not allowed to use more than three runways simultaneously, with the exception of using four runways no more than 60 times per day. Schiphol has various peak times per day of arriving and departing flights, to minimize the waiting times for the vast number of transfer passengers. One of the limiting factors is the maximum capacity of three runways (some 108 AM per hour),( numeri presi in considerazione da Belumosi) which is very complicated to raise during these peak hours.
    Outsourcing leisure traffic
    A third measure is negotiated to increase the growth potential of Schiphol air transport which is important to the Dutch economy, at the cost of transport not contributing to the economy. This concerns traffic for leisure purposes only, e.g. low-budget city trips and holidaymaking. It was agreed between the inhabitants, the major Schiphol carrier AirFrance/KLM, the management of Schiphol and the Ministry of Transport that 70,000 AM of such traffic will be moved to smaller regional airports. (Ecco il perchè di Lelystad) The opposition of leisure carriers is increasing as they prefer Schiphol as an operational base over airports far away from the big cities.

    OD and transfers in the network

    If this move of leisure traffic turns out to be successful, the remaining network carriers could increase their present capacity from 370,000 to at least 470,000 AM. Their passenger transport has a 50/50 split between OD and transfers, both Europe/intercontinental and intercontinental/intercontinental.
    Transfer passengers are indispensable making intercontinental flights profitable, because the OD-segment in the Netherlands is far too small to justify the vast dense network of the major Schiphol carriers. Their European flights therefore also have large proportions of transfer passengers to/from the catchment area.
    Future noise reduction: permanent cap and hi-speed trains
    Concerning transport of passengers, the most important contributions of aviation to the economy are the welfare effects of people able to travel fast from the country to international destinations vice versa (called OD, Origin/Destination). Passengers travelling abroad for leisure purposes do not contribute to the economy.
    The outsourcing of 70,000 leisure flights extends the passenger capacity by some 16 million if the present slots are used for intercontinental flights with planes twice as large (Ecco il perchè di Lelystad). A shift from transfers to OD on intercontinental routes creates an extra growth potential, whereas the route profitability will be maintained.
    The total effect of such measures would be that the economically important passenger transport market of Schiphol (some 23 million passengers out of 53 million in 2013) if necessary could continue its growth and double in the next decades compared to 2013, without increasing the air traffic. The belonging contribution to the economy would also double.
    Hans Buurma, Jaap de Groot
    Ultima modifica di MrG4; 27-02-2018 alle 03:01

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