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* Revival plan bets on long-haul
* Cuts domestic presence amid low-cost onslaught
* Seeks traffic-boosting deal for Milan access
By Francesca Landini and Laurence Frost
MILAN, Feb 16 (Reuters) - The deepest crisis in aviation
history might seem the worst time to relaunch an airline. But
for Alitalia the turmoil could provide just the opportunity to
drive through reforms that politicians and unions have refused
to accept in the past.
Under plans shown to lawmakers, the chronically loss-making
Italian airline wants to surrender domestic routes to low-cost
rivals as it tries to pull out of its fourth stall in a decade.
Despite political and EU regulatory hurdles, new management
led by a veteran of Gulf airline Emirates sees the COVID-19
crisis as a chance to reset the business on a profitable
footing, according to a detailed presentation seen by Reuters.
"Alitalia has tried in the past to cut domestic
point-to-point routes, but local politicians or the government
always demanded they be restored," said a company source close
to CEO Fabio Lazzerini, named in November to lead the revival.
The pandemic offers "the first real big opportunity" to make
Alitalia competitive, the source said – thanks also to cheap
plane deals and rival airlines' rising debt piles.
But there's still a mountain to climb, with travel likely to
remain subdued for some time to come, low-cost airlines vowing
to come out of the downturn fighting, and a new Italian prime
minister bringing fresh uncertainty to the political backdrop.
Alitalia was placed in administration in 2017, after three
reorganisation attempts in the nine years since privatisation.
Last March, as the pandemic foiled a planned sale to investors,
the government announced its renationalisation.
Founded in World War Two's aftermath, Alitalia was long
relied upon to connect Italian cities and resorts, a role now
steadily usurped by low-cost carriers. In 2019, Ryanair's
Italian traffic was almost twice Alitalia's 21.77
million passengers, with easyJet a close third.
The new business plan includes the "elimination of all hub
bypass routes" lacking international connections – between
Sicily and Turin, for instance – according to the recent
submission to senators, first reported in the Italian press.
Despite many past bailouts, it adds: "radical restructuring
(to) reposition only in profitable markets has never been
implemented."
The question now is whether Alitalia can forge a viable
future as a leaner network carrier focused on international
markets that are likely to be crowded when a recovery comes.
LONG-HAUL BET
The plan targets an operating breakeven in 2023 and a 7%
operating (EBIT) margin two years later on revenue of 3.4
billion euros ($4.1 billion), with a fleet growing steadily back
to 110 aircraft, close to pre-crisis size. In 2014-18,
Alitalia's operating losses averaged 475 million euros annually.
A workforce of 9,500 – compared with 11,000 in 2019 – will
be hired on new contracts rather than carried over, according to
the presentation, and the state's return on investment "might be
(about) 10%" when the plan ends in 2025.
Industry experts voiced scepticism about a strategy reliant
on long-haul and corporate travel markets that are expected to
remain depressed for some time.
"The first to recover will be short-haul routes," said James
Halstead, an airlines investment analyst turned industry
adviser. "Business and long-haul flights will take much longer."
Alitalia is disadvantaged by geography against rivals based
in Dubai, Paris or London, having chosen Rome over Milan as its
connecting hub "for political reasons", Halstead said. "Rome is
badly placed for intercontinental routes."
Budget carriers will also apply more pressure. "Italy is
very high on the agenda," Ryanair finance chief Neil Sorahan
told Reuters this month, after the carrier announced new Italian
bases and capacity plans.
MILAN SWEETENER
Lazzerini aims to boost traffic through a new deal with
current partner Air France-KLM, Lufthansa or
another European player – by leveraging the "negotiating power"
of coveted Milan-Linate airport slots, his plan says.
Air France-KLM and Lufthansa had no immediate comment, but a
source close to one of the groups said they would be vying with
each other for an Alitalia deal that includes Milan access.
The relaunch also needs swift Italian decisions on existing
Alitalia jobs that successive governments have dodged, instead
committing another 5 billion euros to the airline since 2017, by
the reckoning of Andrea Giuricin, a transport economist at
Milan's Bicocca University.
"It no longer makes sense to have a flagship airline, since
the market is European," Giuricin said.
Union tensions have flared over Lazzerini's resistance to
retaining the old workforce, while delays in transferring planes
and other assets threaten to derail his plan. The holdups could
mean launching with fewer jobs and a smaller fleet than the 52
earmarked jets, the management source cautioned.
European Union officials have also questioned key aspects of
the plan including continuation of in-house maintenance and
handling in Rome and use of the Alitalia brand, according to
correspondence reported by Italian newspapers and seen by
Reuters.
It remains unclear how these challenges will play out under
Mario Draghi, the former European Central Bank chief appointed
last week as Italy's prime minister. His predecessor Giuseppe
Conte had backed state intervention and renationalisation to
avoid mass layoffs.
Whatever happens, a relaunched Alitalia will face ever
tougher competition in long- and short-haul services, aviation
consultant John Strickland said. "Entry costs may be at a
long-time low, but that alone is no guarantee of successful
execution."
($1 = 0.8222 euros)
(Reporting by Francesca Landini in Milan and Laurence Frost in
Paris.
Additional reporting by Conor Humphries and Agnieszka Flak.
Editing by Mark Potter)
