1 Revue De Presse Du 26 Mars Au 14 Avril 2020 Si Le Transport Aérien A

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1 Revue De Presse Du 26 Mars Au 14 Avril 2020 Si Le Transport Aérien A 1 Revue de presse du 26 mars au 14 avril 2020 Si le transport aérien a été frappé de plein fouet par l'effondrement du trafic, les effets du coronavirus ont mis quelques semaines de plus à se faire sentir dans l'industrie aéronautique. Personne ne doutait que cette crise sanitaire allait avoir des conséquences à moyen terme sur les commandes, les livraisons, le rythme de production..., mais la célérité de la propagation du virus en Europe et les mesures de confinement décidées par une partie des gouvernements ont accéléré le cours de l'histoire. Certes, les acteurs de l'aéronautique - en France du moins - avaient commencé à préparer la mise en place de mesures pour le télétravail, la distanciation des employés, voire la séparation des équipes. Jusqu'au 15 mars environ, tout semblait réuni pour que l'industrie continue de tourner. Le confinement total annoncé le 16 mars puis effectif le lendemain midi a tout changé. Il n'en fallait pas moins pour jeter le doute sur le niveau des mesures prises, notamment pour la protection des fonctions de production très exposées et non éligibles au télétravail. Plusieurs syndicats ont rapidement exigé un arrêt total et immédiat du travail pour protéger les salariés. Une mesure extrême, sans doute indispensable, à laquelle les industriels se sont résolus avec plus ou moins de bonne volonté. L'enjeu est désormais la reprise du travail dans des conditions sanitaires satisfaisantes. Si la santé des personnes doit rester la priorité absolue, directions comme syndicats savent qu'ils ne doivent pas tarder à s'accorder sous peine de compromettre l'avenir des entreprises. Chaque jour qui passe sans production, c'est de la trésorerie qui disparaît alors que celle-ci sera vitale pour rebondir après crise. Le coronavirus va en effet coûter cher, très cher. L'effondrement du trafic a déjà provoqué la faillite de certaines compagnies et mis à mal les autres. Des reports, voire des annulations de commandes sont inévitables. Et les constructeurs devront se montrer compréhensifs sur l'aménagement des livraisons et des paiements sous peine de voir disparaître d'autres transporteurs. Dans le même temps, ces grands acteurs doivent s'assurer de la pérennité de leur chaîne d'approvisionnement, déjà sous tension avant crise. Le ralentissement de la production dans un système dimensionné pour une hausse des cadences pour encore plusieurs années va entraîner une explosion des coûts. Cette situation va mettre à genoux nombre de fournisseurs de rang inférieur et sans doute aussi quelques acteurs majeurs. Les constructeurs et les grands équipementiers ont donc l'obligation de trouver très rapidement un équilibre entre l'exigence sanitaire, la reprise de la production, l'aménagement des cadences et la préservation des capacités de financement. Et les Etats doivent aussi prendre rapidement leur part dans cet équilibre, sous peine de voir des pans entiers de l'industrie aéronautique européenne s'effondrer. Le temps est compté. Le Journal de l’Aviation 26/03/2020 L’aide aux grands groupes aériens est déjà actée. En revanche, le sauvetage des compagnies de taille moyenne dépend en grande partie de la durée de la crise sanitaire… 2 Le transport aérien mondial subit une vraie catastrophe. La plupart des compagnies aériennes ont réduit au strict minimum leur activité, certaines l’ont carrément stoppé. Nombre d’entre elles sont déjà à bout de souffle. Flybe a fait faillite, suivie plus récemment par l’américaine Compass Airlines. La menace est aujourd’hui sérieuse pour des compagnies de tailles autrement plus importantes… L’Association internationale du transport aérien (IATA) table désormais sur des pertes de revenus du secteur de plus de 250 milliards de dollars. Pour son président, Alexandre de Juniac, la moitié des compagnies aériennes sont menacées de faillite si la crise sanitaire se poursuit jusqu’en juin. Sur la situation du secteur aérien, «nous devons réfléchir au niveau européen», a insisté Bruno Le Maire, le ministre de l’Économie, ce mardi matin, lors d’un point presse, tout en ajoutant que Bercy suivait au quotidien la situation d’Air France. Car les compagnies aériennes, pour l’heure, comptent surtout sur les États, aujourd’hui clairement en première ligne. Pour la plupart des transporteurs aériens en effet, sans recapitalisation point de salut ! Le premier pays à avoir ouvert le bal est la Norvège. L’État norvégien a annoncé la semaine dernière qu’il allait garantir les prêts contractés par la low-cost à hauteur de 584M€. Actionnaire également de SAS, aux côtés de la Suède et du Danemark, la Norvège va adopter une même mesure pour le transporteur scandinave et la compagnie régionale Wideroe. Hors d’Europe, l’État néo-zélandais a déjà annoncé qu’il allait accorder un prêt de 480M€ à Air New Zealand. Pour l’heure, les compagnies européennes se félicitent déjà des mesures d’urgence. Ainsi, l’ensemble des syndicats d’easyJet France, la deuxième compagnie aérienne dans l’Hexagone, se sont fendus, ce mardi, d’un communiqué commun pour remercier le gouvernement pour les mesures d’activité partielle. Comme l’a rappelé hier Muriel Pénicaud, la ministre du Travail, le secteur du transport aérien est “très pénalisé, avec 30 000 personnes qui sont en chômage partiel chez Air France et plus de 1700 chez easyJet (France)”. Le directeur général d’easyJet à Londres, Johan Lundgren, rappelait à ce titre, la semaine dernière, qu’un soutien gouvernemental coordonné était nécessaire pour assurer la survie du secteur. En Europe, à l’instar de Ryanair, la low-cost britannique dispose d’importantes liquidités. Et sa rentabilité ne fait guère douter de sa capacité à attirer de nouveaux investisseurs. Mais de nombreuses autres compagnies sont beaucoup plus fragiles. Pour les observateurs du secteur, nul doute que la crise actuelle contribuera à sa consolidation et concentration, notamment en Europe. D’autant que les efforts des États se porteront en priorité vers les entreprises dont ils sont propriétaires ou actionnaires. Ce sera bien sûr le cas pour les compagnies Emirates, Qatar Airways et Etihad portés à bout de bras pour les États du Golfe. En Europe, Air France-KLM a accueilli positivement les déclarations des gouvernements français et néerlandais ayant indiqué chacun étudier toutes les conditions possibles d’un soutien. On devrait ainsi voir l’État français, son actionnaire à hauteur de 14,3%, recapitaliser l’entreprise en augmentant sa participation. Les autres grands groupes aériens en appellent également aux États. Carsten Spohr, le président du Conseil d’Administration du Groupe Lufthansa, a déclaré la semaine dernière que le recours de l’État pourrait devenir nécessaires dans la situation actuelle : «Plus la crise dure et moins il est probable 3 que l’avenir du secteur puisse être garanti sans aides publiques». Même constat outre-Manche. Les patrons des compagnies aériennes britanniques ont déjà demandé au gouvernement une aide financière d’urgence, jusqu’à 8 milliards d’euros. Chez nos voisins transalpins, l’État italien n’a plus guère de choix que de nationaliser Alitalia, en très grande difficulté, par le biais d’une nouvelle société contrôlée par le ministère de l’Économie ou une société à participation publique majoritaire. Outre-Atlantique, un projet de loi vise à injecter 50 milliards de dollars dans le secteur aérien, sous forme de prêts, avec l’option de prendre des participations dans les transporteurs. Les financements seraient conditionnés à l’interdiction pour les compagnies US d’augmenter les revenus de leurs dirigeants et de verser des «golden parachutes» pendant deux ans. Visiblement pas une évidence pour tout le monde… Déplacements Pro 25/03/2020 India is now locked down and loaded in its fight against the coronavirus. Prime Minister Narendra Modi on Tuesday announced a 21-day nationwide shutdown in an effort to break the chain of transmission. As the nation of 1.3 billion people shut down, the World Health Organisation (WHO) said India's covid fight could make or break the global war. WHO said India has a tremendous capacity to deal with the pandemic as it has experience of eradicating smallpox and polio. India’s fight against the Covid-19 outbreak has been unique. Clampdowns have been imposed much earlier than in many countries, including China, which failed to contain the spread of the virus. But the real test for India, curbing community transmission, has just begun. While India placed travel restrictions relatively early, and many states quickly shut off access to public places, the country’s high population density, overburdened public health infrastructure, high prevalence of non-communicable diseases and the prospect of transmission from younger people to the elderly in joint families all stack the odds against effective containment. The number of confirmed coronavirus cases in the country has been growing at a rate seen at the early stages in countries where there was subsequently an exponential rise in infections in a matter of weeks. India vs the world When studying the progression of the outbreak, two phases remain important - the first 100 cases, and every case after the first 100. India took almost 3 months to reach the first 100 positive cases of coronavirus, which then multiplied four times over the next ten days. Comparatively, Japan saw a 13% daily increase in cases before reaching 100 cases and a 8.1% daily increase in cases from its 100th case to its latest. The decrease in the average daily increase is indicative of a flattening curve and several countries, like South Korea and Singapore are on the same path. But at least 23 countries, including India, are going in the opposite direction — the number of cases 4 has risen faster after the 100th case than before it. In these nations, the curve is rising and measures to control the outbreak are either yet to take effect or have failed.
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