意大利航空行业的情况
发布时间：2018-09-05 15:18
【摘要】：本文旨在从机场设施及航空公司两个层面向读者分析意大利航空业的概况。不可否认,对于像意大利这样的出口导向型的经济体而言,国际连通有着极其重要的地位。国际连通所带来的人才流动及货物交换可促使意大利恢复其近几年逐渐丧失的国际竞争力。本文将围绕意大利航空公司及意大利几个主要洲际机场(包括罗马Fiumicino和米兰Malpensa)的历史展开。它们之间的命运息息相关,不可分割。 米兰Malpensa机场设立的初衷是成为南欧最繁忙的枢纽机场,但是近几年的发展并不尽如人意。米兰的空港系统不能按照其期望的能力繁荣发展,主要是因为米兰市内Linate机场与米兰Malpensa机场激烈竞争引起了航空客源的分流。自从2008年意航与2011年意大利汉莎航空离开Malpensa之后,摆在Malpensa面前唯一的发展路径是接收Linate所有的欧洲航线,而这一切除非Linate遭到政策停运才能实现。当今的航空业已逐步被航空公司联盟所主导。同时除却一些连接国际性大都市的航线,比如伦敦-纽约-香港,往来乘客也无法满足于给定的国际航线。Malpensa机场如果不能够继续提供足够的转机机会,它将遭遇被淘汰的命运。 Malpensa重生的代价也许是意航的破产。2008年意大利航空公司成功私有化,但它当初的经营战略有着致命的缺陷。首先,意航的管理层低估了高铁对航空的替代作用。随着高铁运营水平的不断提升,航空公司面对很大的竞争压力。其次,意航的航线过度集中于欧洲航线。而欧洲内的旅游航线市场长期被廉价航空公司所占据,意航在成本价格竞争上遭遇了巨大挑战。另外,意航缺少洲际航班。以上这三个原因导致意航连年亏本。同时Linate机场不断抢夺意大利北部客源,这更让意航雪上加霜。另外,低质量的客户服务、政治干预以及糟糕的名声都是迫使意航撤出Malpensa的原因。 面对意大利日渐衰弱的本国航运,继续坚持在某些航线上(如日本、巴西、阿根廷和俄罗斯等)的垄断运营变得毫无意义。政府应该开始对所有有意愿在意大利开展业务的航运公司开放航空市场。市场的开放最终将创造更多就业,同时自由竞争下的低票价对于消费者也是颇有裨益的。除此之外,机场服务费的单账监管方法还有待改善。航空成本的降低会导致旅客数量的增加。 对于国内市场规模都比较小的欧洲来说,意航固步自封做国内行业龙头毫无意义。考虑到意大利航空的未来,它需要加入一个国际层面的大型航空联盟。即使同样属于天合联盟的Etihad在资金上更有优势,AF-KLM集团应该是意航最适合的买主,因为意大利和法国与荷兰之间有着强大的贸易联系,同时AF-KLM集团已经拥有意航四分之一的股权。最后,航空公司以及高铁运营商之间的进一步整合也尤为重要。
[Abstract]:The purpose of this paper is to analyze the general situation of the Italian aviation industry from the airport facilities and airlines. International connectivity is undeniably crucial for export-oriented economies like Italy. The flow of talent and the exchange of goods brought about by international connectivity could prompt Italy to regain the international competitiveness it had lost in recent years. This article will focus on the history of Air Italia and several major Italian intercontinental airports, including Rome's Fiumicino and Milan's Malpensa. Their destinies are inextricably linked. Milan's Malpensa airport was set up to become the busiest hub in southern Europe, but it has not developed very well in recent years. Milan's airport system does not thrive as expected, mainly because of intense competition between the city's Linate airport and Milan's Malpensa airport, which diverts air traffic. Since Alitalia left Malpensa in 2008 and Lufthansa in 2011, the only way forward for Malpensa has been to take all European routes from Linate, which will only happen unless Linate is shut down by policy. Today's aviation industry has been gradually dominated by the alliance of airlines. In addition to some routes connecting international cities, such as London, New York and Hong Kong, passengers are not content with a given international route. Malpensa Airport can't continue to provide enough transit opportunities. The cost of Malpensa's rebirth may have been the collapse of Alitalia, which was privatised in 2008, but whose original strategy was fatally flawed. First, Alitalia's management underestimated the role of high-speed rail as an alternative to aviation. With the continuous improvement of the operation level of high-speed railway, airlines are facing great competitive pressure. Second, Alitalia's routes are over-concentrated on European routes. The European market for travel routes has long been dominated by cheap airlines, and Alitalia has faced a huge challenge in cost-price competition. In addition, Alitalia lacks intercontinental flights. The above three reasons lead to successive years of losses. At the same time, the Linate airport continues to seize the northern Italian source of tourists, which added to the problem. In addition, poor customer service, political intervention and a bad reputation are forcing Alitalia to pull out of Malpensa. In the face of Italy's weakening domestic shipping, continued monopoly operations on certain routes, such as Japan, Brazil, Argentina and Russia, have become pointless. The government should begin opening the air market to all shipping companies willing to do business in Italy. The opening of markets will eventually create more jobs, and low prices in free competition will also benefit consumers. In addition, the airport service charge single-account supervision method still needs to be improved. Lower aviation costs will lead to an increase in the number of passengers. For Europe, where the domestic market is small, it makes no sense for Alitalia to be a domestic industry leader. Considering the future of Air Italia, it needs to join a large aviation alliance at the international level. Even if Etihad, which also belongs to the alliance, is financially superior, AF-KLM should be the most suitable buyer for Alitalia, given the strong trade links between Italy and France and the Netherlands, and the fact that AF-KLM already owns a 1/4 stake in Alitalia. Finally, further integration between airlines and high-speed rail operators is particularly important.
【学位授予单位】：复旦大学
【学位级别】：硕士
【学位授予年份】：2013
【分类号】：F565.46
[Abstract]:The purpose of this paper is to analyze the general situation of the Italian aviation industry from the airport facilities and airlines. International connectivity is undeniably crucial for export-oriented economies like Italy. The flow of talent and the exchange of goods brought about by international connectivity could prompt Italy to regain the international competitiveness it had lost in recent years. This article will focus on the history of Air Italia and several major Italian intercontinental airports, including Rome's Fiumicino and Milan's Malpensa. Their destinies are inextricably linked. Milan's Malpensa airport was set up to become the busiest hub in southern Europe, but it has not developed very well in recent years. Milan's airport system does not thrive as expected, mainly because of intense competition between the city's Linate airport and Milan's Malpensa airport, which diverts air traffic. Since Alitalia left Malpensa in 2008 and Lufthansa in 2011, the only way forward for Malpensa has been to take all European routes from Linate, which will only happen unless Linate is shut down by policy. Today's aviation industry has been gradually dominated by the alliance of airlines. In addition to some routes connecting international cities, such as London, New York and Hong Kong, passengers are not content with a given international route. Malpensa Airport can't continue to provide enough transit opportunities. The cost of Malpensa's rebirth may have been the collapse of Alitalia, which was privatised in 2008, but whose original strategy was fatally flawed. First, Alitalia's management underestimated the role of high-speed rail as an alternative to aviation. With the continuous improvement of the operation level of high-speed railway, airlines are facing great competitive pressure. Second, Alitalia's routes are over-concentrated on European routes. The European market for travel routes has long been dominated by cheap airlines, and Alitalia has faced a huge challenge in cost-price competition. In addition, Alitalia lacks intercontinental flights. The above three reasons lead to successive years of losses. At the same time, the Linate airport continues to seize the northern Italian source of tourists, which added to the problem. In addition, poor customer service, political intervention and a bad reputation are forcing Alitalia to pull out of Malpensa. In the face of Italy's weakening domestic shipping, continued monopoly operations on certain routes, such as Japan, Brazil, Argentina and Russia, have become pointless. The government should begin opening the air market to all shipping companies willing to do business in Italy. The opening of markets will eventually create more jobs, and low prices in free competition will also benefit consumers. In addition, the airport service charge single-account supervision method still needs to be improved. Lower aviation costs will lead to an increase in the number of passengers. For Europe, where the domestic market is small, it makes no sense for Alitalia to be a domestic industry leader. Considering the future of Air Italia, it needs to join a large aviation alliance at the international level. Even if Etihad, which also belongs to the alliance, is financially superior, AF-KLM should be the most suitable buyer for Alitalia, given the strong trade links between Italy and France and the Netherlands, and the fact that AF-KLM already owns a 1/4 stake in Alitalia. Finally, further integration between airlines and high-speed rail operators is particularly important.
【学位授予单位】：复旦大学
【学位级别】：硕士
【学位授予年份】：2013
【分类号】：F565.46
【相似文献】
相关期刊论文 前10条
1 锦;;华航将在2011年第三季成为天合联盟正式成员[J];空运商务;2010年17期
2 ;南美首家航空公司加入“天合联盟”[J];空运商务;2010年20期
3 李;;东航正式加入天合联盟[J];中国民用航空;2011年07期
4 邱大朋;;天合联盟高管首次来访 厦航入盟迈出重要一步[J];空运商务;2011年15期
5 ;天合联盟、中国南方航空公司和中国东方航空公司宣布与北京首都国际机场建立合作伙伴关系[J];中国新时代;2012年07期
6 ;阿根廷航空公司加入天合联盟[J];空运商务;2012年17期
7 ;厦航初登天合联盟理事会舞台[J];中国民用航空;2012年12期
8 邱大朋;;天合联盟高管首次来访 厦航入盟迈出重要一步[J];厦门航空;2011年08期
9 童琳;;厦航高管拜会天合联盟管理层 推动入盟进程[J];厦门航空;2011年12期
10 邱大朋;;天合联盟总经理首访厦航 推进厦航入盟进程[J];厦门航空;2012年03期
相关重要报纸文章 前10条
1 高虹邋华峰;“天合联盟中国峰会”月底在三亚举行[N];海南日报;2007年
2 本报记者 索佩敏;达美欢迎东航加入天合联盟[N];上海证券报;2008年
3 通讯员 陈晓t，
本文编号：2224667
本文链接：https://www.wllwen.com/jingjilunwen/jtysjj/2224667.html
