Il caso è l'ex caserma Serini, localizzata nel sedime dello scalo. I due Comuni di Castenedolo e Ghedi hanno redatto il Piano di Rischio dell'aeroporto di Montichiari e la documentazione è on-line sul sito dei Comuni con l'aggiornamento del 20/08/2014 e riguardano - per Castenedolo - la deliberazione n. 37 del 30/07/2014 il Consiglio Comunale ha approvato il P.R.A. - piano di rischio aeroportuale dell'aeroporto Gabriele D'Annunzio.

L'emergenza dei profughi extracomunitari da ospitare ha investito non solo l'accoglienza generica delle popolazioni locali, ma stavolta anche la questione del carico antropico in una zona, quella del sedime aeroportuale, che dovrebbe coinvolgere invece opere e attività riguardanti la sola attività aerea civile-commerciale.

Al momento sarebbero in corso interventi di ripristino dell'area militare aeronautica dismessa e in seguito i primi profughi potranno entrare nell’ex caserma Serini di Montichiari.

Con la ristrutturazione degli alloggi militari e la sistemazione di caseggiati prefabbricati almeno 130 posti sarebbero disponibili in un complesso di accoglienza che, tuttavia, ENAC ritiene esterna allo storico sedime aeroportuale.

Note stampa locali, infatti, segnalano come in una informativa recapitata da ENAC al Comune di Castenedolo dall'ottobre 2015 l’area della caserma ex Serini sarebbe, pur localizzata nello stesso punto geografico, esclusa dal sedime dello scalo civile-commerciale. Il Demanio Militare l'avrebbe giurisdizionalmente, trasferita, traslocata al demanio civile con un diversa destinazione d'uso. Tale attività avrebbe dovuto essere ri-qualificata assecondando le direttive e la regolamentazione stabilita dal Piano di Rischio. Cosa accadrà quindi con l'arrivo e l'insediamento degli immigrati?

Se il al punto 9.6.6 del Regolamento E.N.A.C. del 20 ottobre 2011 le prescrizioni per la redazione dei Piani di Rischio Aeroportuale, presumono il mantenimento delle edificazioni e delle attività esistenti sul territorio, per i nuovi insediamenti vanno applicati termini di contenimento del carico antropico e di individuazione delle attività compatibili nelle zone A, B, C e D.

Le considerazioni dell'insediamento dell'ex Caserma, sia localizzata in area demaniale e/o civile, qualora individuata nelle zone di tutela A, B, C e D vanno evitati, tra l'altro, insediamenti ad elevato affollamento, quali centri commerciali, congressuali e sportivi a forte concentrazione, edilizia intensiva, ecc., costruzioni di scuole, ospedali e, in generale, obbiettivi sensibili. Come andrà a finire? 21 Dicembre 2016

Tra dispute padane e progetti faraonici verso un nuovo Piano Nazionale Aeroporti. Qualche anno addietro il rilancio dell’aeroporto Gabriele D’Annunzio di Montichiari era stato proposto dal presidente di Esselunga, Bernardo Caprotti: un aeroporto intercontinentale. Unica aerea in grado di ospitare una infrastruttura con collegamenti con le autostrade e la Tav, con navette verso Orio al Serio a Bergamo e Linate a Milano. Una prospettiva in gradi non solo di superare Fiumicino e Malpensa ma in grado di competere con Heathrow, Charles De Gaulle e Jfk di New York.

Era stata segnalata una cordata della cinese Sixiang Holding di Michele Raucci per un progetto da 15 miliardi di dollari per un aeroporto da costruire entro il 2020 e da 100 milioni di passeggeri. Ma la proprietà-affidamento-gestione dell'area-sedime di Montichiari è da tempo rivendicata sia dalla Catullo di Verona (Aeroporti del Garda) quanto dalla SACBO di Bergamo Orio al Serio. Il controllo della società Aeroporti del Garda è in capo alla SAVE di Venezia (che controlla anche AERTRE di Treviso), così come la SACBO sta allacciando la SEA milanese (che controlla Malpensa e Linate) e la faccenda si complica e si allarga alla quasi totalità della Pianura Padana.

La società Valerio Catullo di Verona Villafranca S.p.A. gestisce l'aeroporto veneto dal 1998 (vedi anche decreto interministeriale del 18 marzo 2013) controlla al momento lo scalo bresciano di Montichiari ma la SACBO ha, di fatto, impugnato tale concessione davanti al Tar di Brescia.

IL TAR ha avallato la richiesta della SACBO e in secondo istanza il Consiglio di Stato ha trasferito la questione alla Corte di giustizia europea: dove Aeroporti del Garda - Catullo ha impugnato la sentenza pronunciata dal Tar. Come finirà la controversia e perché tale scontro?

Forse il progetto faraonico proposto da dal presidente di Esselunga, Bernardo Caprotti ha una sua praticabilità reale? Ma un tale progetto infrastrutturale non rischia, fra l'altro, di ridimesionare se non annichilire gli odierni masterplan degli scali padani di: Malpensa, Linate, Bergamo, Verona, Treviso e Venezia?

Senza parlare delle inevitabili ripercussioni sui restanti scali del bacino di traffico padano-centro italia (Toscano, Emilia, ecc.).

Una semplice disputa sulla concessione per la gestione dell’aeroporto Montichiari potrebbe davvero decidere - con la sentenza della Corte di giustizia europea - il futuro degli scali italiani in barba all'estenuante e contraddittoria pianificazione del Piano Nazionale Aeroporti?

Qualora, ad esempio, fosse una gara pubblica a decidere le sorti di Montichiari-Brescia la cordata del mega aeroporto da 100milioni di passeggeri non avrebbe difficoltà ad aggiudicarselo: con esiti imbarazzanti per i "pianificatori" del Belpaese.

Il sito www.airport-world.com/features/airport-design/5353-project-watch-europe-1.html propone in dettaglio il progetto della Sīxiăng Holding.

Ecco uno stralcio:

Private investors unveil ambitious plans for a new €15 billion hub in northern Italy.

Project details

Location: Northern Italy

Important developments: New 100mppa capacity hub and airport city

Scheduled completion: 2020

Principal companies involved: International investor consortium led by Sīxiăng Holding

Total investment: €15 billion

It may not have the sexiest name at present in Europe 1, but investors behind plans to build a new €15 billion airport in northern Italy are so serious in their intentions that they are actively looking for a “world class airport operator” to manage it.

The investment consortium, led by China’s Sīxiăng Holding, is seeking to attract an experienced airport operator to manage the initial three-year start up phase of the hub it believes can help Europe overcome the predicted shortfall in airport capacity over the next 20 to 30 years.

It requires potential concessionaires to have experience in commissioning and operating new airport facilities and have the financial capacity to undertake the role.

And it insists that the operator must have access to management resources “across the wide spectrum of disciplines required” and have no conflict of interest with any existing gateways.

For its part, the private consortium behind the hugely ambitious project insists that its pool of international investors have strong political and institutional backing and can fully fund the €15 billion hub.

It says that most of the investors are large institutions based in Europe, Asia and North America as well as important airport and infrastructure operators.

Location and infrastructure

So what of the airport itself? If it becomes reality, Europe 1 will be located along the high-speed rail line currently under construction between Brescia and Verona in northern Italy.

Its investors are aiming for an opening date of 2020 and want the gateway to eventually have six runways and more than one million square metres of terminals to ensure that it is ultimately capable of handling up to 100 million passengers per annum.

Sīxiăng Holding claims that this potential makes it a major new European hub that could help the continent overcome the predicted future shortfall in airport capacity.

Initially occupying a 38 square kilometre site with an additional 17 square kilometres available for future expansion, Europe 1 expects to open with four runways.

In addition to Domestic and Intercontinental terminals, the initial designs for the airport outline plans for dedicated first-class and private jet terminals and an adjoining airport city development that would include business and entertainment facilities such as a casino, retail outlets, office buildings, a theatre, museums and fitness and sports complexes.

A spokesperson for Europe 1 told Airport World that Europe 1 will also feature a spaceport for suborbital flights.

Indeed, part of Europe 1, including the spaceport, is being designed by Luis Vidal + Architects, one of the firms retained to develop the Colorado Front Range Spaceport.

Airport city

Sīxiăng Holding, which has brought consultancy firm Aviation Economics onboard to manage the project planning, is confident that the upscale airport city development will help make Europe 1 a destination in its own right.

The Hong Kong-based investor, which has a 10% stake in Europe 1, told Airport World that its airport city concept will be passenger driven and focus on non-aeronautical related activities and services.

“In the future, airline routes will be more influenced by passenger preferences,” predicts Michele Raucci, chairman of Sīxiăng Holding and founder of Europe 1.

“Passengers will increasingly choose their travel itineraries based on the departure, arrival and connecting airports, and Europe 1 will allow the region to capitalise on this trend.

“Europe 1’s prime location at the heart of such a culturally, economically and topographically attractive area in Europe will make the airport a natural choice for international travellers coming to or through the region.”

Raucci even goes as far as to predict that Europe 1’s assortment of attractions could allow transit passengers with time on their hands to enjoy a ‘holiday’ type experience on the airport city site.

“Passengers in transit will be able to enjoy a vacation within a vacation at Europe 1,” he enthuses. “Even the international terminals will be like a cruise ship where travellers have quick and easy access to food, entertainment and wellness all in one place.”

Business model and the environment

He affirms that Europe 1 will have a different business model to most airports in that it will not be focused on any single carrier in terms of driving traffic and subsequently revenues.

“The airport hub will operate a hybrid model that does not depend on a single anchor or flagship carrier but rather acts as a base for many different international airlines,” explains Raucci.

The lead investor also emphasises that the hub has taken the environment into account every step of the way, ensuring that it will be one of the greenest gateways on the planet.

“The buildings will be built to conform to LEED Platinum criteria as well as other green standards that will be announced as the project progresses,” notes Raucci.

Economic benefits

Europe 1’s investors assert that its development is in response to Europe’s impending capacity crunch, with a 2013 report by EUROCONTROL predicting that the continent’s existing airport system won’t be able to accommodate 1.9 million flights per annum by 2035.

According to the Challenges of growth report, the capacity crunch is set to cost airlines and airports in excess of €40 billion in lost revenues and €5 billion in congestion costs per year by 2035.

And the wider economic impact is estimated to be even more dramatic, costing the European economy upwards of €230 billion in lost GDP by 2035.

Indeed, the study warns that the cost to the region of not expanding its airport capacity in line with future demand could be two million jobs and €97 billion in economic activity over the next 20 years.

The report, which ACI Europe’s then president, Declan Collier, called a “warning bell for aviation”, concluded that current airport expansion plans across the continent fell at least nine runways short.

“Ten years ago, building a new international destination hub like this in northern Italy would have been unthinkable, but now it is a near necessity,” says Raucci.

“The hub is an answer to Europe’s urgent need for additional runways to meet the growing demand for passenger capacity in the region. It will save the region billions of euros that otherwise would have been lost.”

He notes that the enhanced accessibility that Europe 1 will bring to northern Italy will also be of particular benefit to the region’s export-oriented businesses.

High speed rail

It is anticipated that the airport will have a direct rapid rail service to Milan Linate and be a stop on the high-speed rail network that runs across northern Italy and provides onward connections to cities such as Lyon, Munich, Zurich and Ljubljana.

And while some might fear that the rail links could take traffic away from Europe 1, Raucci believes the connections will increase the airport’s appeal by widening its catchment area.

And looking at the bigger picture Raucci says that the Linate link will help improve the overall effectiveness of northern Italy’s airport system, which he says today consists of around a dozen independently managed gateways.

He concludes: “Italy is one of the top travel destinations in the world. Europe 1 will reinforce Italy’s allure as a destination by adding world-class attractions and supplying more international flights. The hub will convert northern Italy into a major gateway to Europe.” 15 gennaio 2016

Tra dispute padane e progetti faraonici verso un nuovo Piano Nazionale Aeroporti. Qualche anno addietro il rilancio dell’aeroporto Gabriele D’Annunzio di Montichiari era stato proposto dal presidente di Esselunga, Bernardo Caprotti: un aeroporto intercontinentale. Unica aerea in grado di ospitare una infrastruttura con collegamenti con le autostrade e la Tav, con navette verso Orio al Serio a Bergamo e Linate a Milano. Una prospettiva in gradi non solo di superare Fiumicino e Malpensa ma in grado di competere con Heathrow, Charles De Gaulle e Jfk di New York.

Era stata segnalata una cordata della cinese Sixiang Holding di Michele Raucci per un progetto da 15 miliardi di dollari per un aeroporto da costruire entro il 2020 e da 100 milioni di passeggeri. Ma la proprietà-affidamento-gestione dell'area-sedime di Montichiari è da tempo rivendicata sia dalla Catullo di Verona (Aeroporti del Garda) quanto dalla SACBO di Bergamo Orio al Serio. Il controllo della società Aeroporti del Garda è in capo alla SAVE di Venezia (che controlla anche AERTRE di Treviso), così come la SACBO sta allacciando la SEA milanese (che controlla Malpensa e Linate) e la faccenda si complica e si allarga alla quasi totalità della Pianura Padana.

La società Valerio Catullo di Verona Villafranca S.p.A. gestisce l'aeroporto veneto dal 1998 (vedi anche decreto interministeriale del 18 marzo 2013) controlla al momento lo scalo bresciano di Montichiari ma la SACBO ha, di fatto, impugnato tale concessione davanti al Tar di Brescia.

IL TAR ha avallato la richiesta della SACBO e in secondo istanza il Consiglio di Stato ha trasferito la questione alla Corte di giustizia europea: dove Aeroporti del Garda - Catullo ha impugnato la sentenza pronunciata dal Tar. Come finirà la controversia e perché tale scontro?

Forse il progetto faraonico proposto da dal presidente di Esselunga, Bernardo Caprotti ha una sua praticabilità reale? Ma un tale progetto infrastrutturale non rischia, fra l'altro, di ridimesionare se non annichilire gli odierni masterplan degli scali padani di: Malpensa, Linate, Bergamo, Verona, Treviso e Venezia?

Senza parlare delle inevitabili ripercussioni sui restanti scali del bacino di traffico padano-centro italia (Toscano, Emilia, ecc.).

Una semplice disputa sulla concessione per la gestione dell’aeroporto Montichiari potrebbe davvero decidere - con la sentenza della Corte di giustizia europea - il futuro degli scali italiani in barba all'estenuante e contraddittoria pianificazione del Piano Nazionale Aeroporti?

Qualora, ad esempio, fosse una gara pubblica a decidere le sorti di Montichiari-Brescia la cordata del mega aeroporto da 100milioni di passeggeri non avrebbe difficoltà ad aggiudicarselo: con esiti imbarazzanti per i "pianificatori" del Belpaese.

Il sito www.airport-world.com/features/airport-design/5353-project-watch-europe-1.html propone in dettaglio il progetto della Sīxiăng Holding.

Ecco uno stralcio:

Private investors unveil ambitious plans for a new €15 billion hub in northern Italy.

Project details

Location: Northern Italy

Important developments: New 100mppa capacity hub and airport city

Scheduled completion: 2020

Principal companies involved: International investor consortium led by Sīxiăng Holding

Total investment: €15 billion

It may not have the sexiest name at present in Europe 1, but investors behind plans to build a new €15 billion airport in northern Italy are so serious in their intentions that they are actively looking for a “world class airport operator” to manage it.

The investment consortium, led by China’s Sīxiăng Holding, is seeking to attract an experienced airport operator to manage the initial three-year start up phase of the hub it believes can help Europe overcome the predicted shortfall in airport capacity over the next 20 to 30 years.

It requires potential concessionaires to have experience in commissioning and operating new airport facilities and have the financial capacity to undertake the role.

And it insists that the operator must have access to management resources “across the wide spectrum of disciplines required” and have no conflict of interest with any existing gateways.

For its part, the private consortium behind the hugely ambitious project insists that its pool of international investors have strong political and institutional backing and can fully fund the €15 billion hub.

It says that most of the investors are large institutions based in Europe, Asia and North America as well as important airport and infrastructure operators.

Location and infrastructure

So what of the airport itself? If it becomes reality, Europe 1 will be located along the high-speed rail line currently under construction between Brescia and Verona in northern Italy.

Its investors are aiming for an opening date of 2020 and want the gateway to eventually have six runways and more than one million square metres of terminals to ensure that it is ultimately capable of handling up to 100 million passengers per annum.

Sīxiăng Holding claims that this potential makes it a major new European hub that could help the continent overcome the predicted future shortfall in airport capacity.

Initially occupying a 38 square kilometre site with an additional 17 square kilometres available for future expansion, Europe 1 expects to open with four runways.

In addition to Domestic and Intercontinental terminals, the initial designs for the airport outline plans for dedicated first-class and private jet terminals and an adjoining airport city development that would include business and entertainment facilities such as a casino, retail outlets, office buildings, a theatre, museums and fitness and sports complexes.

A spokesperson for Europe 1 told Airport World that Europe 1 will also feature a spaceport for suborbital flights.

Indeed, part of Europe 1, including the spaceport, is being designed by Luis Vidal + Architects, one of the firms retained to develop the Colorado Front Range Spaceport.

Airport city

Sīxiăng Holding, which has brought consultancy firm Aviation Economics onboard to manage the project planning, is confident that the upscale airport city development will help make Europe 1 a destination in its own right.

The Hong Kong-based investor, which has a 10% stake in Europe 1, told Airport World that its airport city concept will be passenger driven and focus on non-aeronautical related activities and services.

“In the future, airline routes will be more influenced by passenger preferences,” predicts Michele Raucci, chairman of Sīxiăng Holding and founder of Europe 1.

“Passengers will increasingly choose their travel itineraries based on the departure, arrival and connecting airports, and Europe 1 will allow the region to capitalise on this trend.

“Europe 1’s prime location at the heart of such a culturally, economically and topographically attractive area in Europe will make the airport a natural choice for international travellers coming to or through the region.”

Raucci even goes as far as to predict that Europe 1’s assortment of attractions could allow transit passengers with time on their hands to enjoy a ‘holiday’ type experience on the airport city site.

“Passengers in transit will be able to enjoy a vacation within a vacation at Europe 1,” he enthuses. “Even the international terminals will be like a cruise ship where travellers have quick and easy access to food, entertainment and wellness all in one place.”

Business model and the environment

He affirms that Europe 1 will have a different business model to most airports in that it will not be focused on any single carrier in terms of driving traffic and subsequently revenues.

“The airport hub will operate a hybrid model that does not depend on a single anchor or flagship carrier but rather acts as a base for many different international airlines,” explains Raucci.

The lead investor also emphasises that the hub has taken the environment into account every step of the way, ensuring that it will be one of the greenest gateways on the planet.

“The buildings will be built to conform to LEED Platinum criteria as well as other green standards that will be announced as the project progresses,” notes Raucci.

Economic benefits

Europe 1’s investors assert that its development is in response to Europe’s impending capacity crunch, with a 2013 report by EUROCONTROL predicting that the continent’s existing airport system won’t be able to accommodate 1.9 million flights per annum by 2035.

According to the Challenges of growth report, the capacity crunch is set to cost airlines and airports in excess of €40 billion in lost revenues and €5 billion in congestion costs per year by 2035.

And the wider economic impact is estimated to be even more dramatic, costing the European economy upwards of €230 billion in lost GDP by 2035.

Indeed, the study warns that the cost to the region of not expanding its airport capacity in line with future demand could be two million jobs and €97 billion in economic activity over the next 20 years.

The report, which ACI Europe’s then president, Declan Collier, called a “warning bell for aviation”, concluded that current airport expansion plans across the continent fell at least nine runways short.

“Ten years ago, building a new international destination hub like this in northern Italy would have been unthinkable, but now it is a near necessity,” says Raucci.

“The hub is an answer to Europe’s urgent need for additional runways to meet the growing demand for passenger capacity in the region. It will save the region billions of euros that otherwise would have been lost.”

He notes that the enhanced accessibility that Europe 1 will bring to northern Italy will also be of particular benefit to the region’s export-oriented businesses.

High speed rail

It is anticipated that the airport will have a direct rapid rail service to Milan Linate and be a stop on the high-speed rail network that runs across northern Italy and provides onward connections to cities such as Lyon, Munich, Zurich and Ljubljana.

And while some might fear that the rail links could take traffic away from Europe 1, Raucci believes the connections will increase the airport’s appeal by widening its catchment area.

And looking at the bigger picture Raucci says that the Linate link will help improve the overall effectiveness of northern Italy’s airport system, which he says today consists of around a dozen independently managed gateways.

He concludes: “Italy is one of the top travel destinations in the world. Europe 1 will reinforce Italy’s allure as a destination by adding world-class attractions and supplying more international flights. The hub will convert northern Italy into a major gateway to Europe.” 15 gennaio 2016