【摘要】：本文旨在從機場設施及航空公司兩個層面向讀者分析意大利航空業(yè)的概況。不可否認,對于像意大利這樣的出口導向型的經(jīng)濟體而言,國際連通有著極其重要的地位。國際連通所帶來的人才流動及貨物交換可促使意大利恢復其近幾年逐漸喪失的國際競爭力。本文將圍繞意大利航空公司及意大利幾個主要洲際機場(包括羅馬Fiumicino和米蘭Malpensa)的歷史展開。它們之間的命運息息相關,不可分割。 米蘭Malpensa機場設立的初衷是成為南歐最繁忙的樞紐機場,但是近幾年的發(fā)展并不盡如人意。米蘭的空港系統(tǒng)不能按照其期望的能力繁榮發(fā)展,主要是因為米蘭市內(nèi)Linate機場與米蘭Malpensa機場激烈競爭引起了航空客源的分流。自從2008年意航與2011年意大利漢莎航空離開Malpensa之后,擺在Malpensa面前唯一的發(fā)展路徑是接收Linate所有的歐洲航線,而這一切除非Linate遭到政策停運才能實現(xiàn)。當今的航空業(yè)已逐步被航空公司聯(lián)盟所主導。同時除卻一些連接國際性大都市的航線,比如倫敦-紐約-香港,往來乘客也無法滿足于給定的國際航線。Malpensa機場如果不能夠繼續(xù)提供足夠的轉機機會,它將遭遇被淘汰的命運。 Malpensa重生的代價也許是意航的破產(chǎn)。2008年意大利航空公司成功私有化,但它當初的經(jīng)營戰(zhàn)略有著致命的缺陷。首先,意航的管理層低估了高鐵對航空的替代作用。隨著高鐵運營水平的不斷提升,航空公司面對很大的競爭壓力。其次,意航的航線過度集中于歐洲航線。而歐洲內(nèi)的旅游航線市場長期被廉價航空公司所占據(jù),意航在成本價格競爭上遭遇了巨大挑戰(zhàn)。另外,意航缺少洲際航班。以上這三個原因導致意航連年虧本。同時Linate機場不斷搶奪意大利北部客源,這更讓意航雪上加霜。另外,低質(zhì)量的客戶服務、政治干預以及糟糕的名聲都是迫使意航撤出Malpensa的原因。 面對意大利日漸衰弱的本國航運,繼續(xù)堅持在某些航線上(如日本、巴西、阿根廷和俄羅斯等)的壟斷運營變得毫無意義。政府應該開始對所有有意愿在意大利開展業(yè)務的航運公司開放航空市場。市場的開放最終將創(chuàng)造更多就業(yè),同時自由競爭下的低票價對于消費者也是頗有裨益的。除此之外,機場服務費的單賬監(jiān)管方法還有待改善。航空成本的降低會導致旅客數(shù)量的增加。 對于國內(nèi)市場規(guī)模都比較小的歐洲來說,意航固步自封做國內(nèi)行業(yè)龍頭毫無意義。考慮到意大利航空的未來,它需要加入一個國際層面的大型航空聯(lián)盟。即使同樣屬于天合聯(lián)盟的Etihad在資金上更有優(yōu)勢,AF-KLM集團應該是意航最適合的買主,因為意大利和法國與荷蘭之間有著強大的貿(mào)易聯(lián)系,同時AF-KLM集團已經(jīng)擁有意航四分之一的股權。最后,航空公司以及高鐵運營商之間的進一步整合也尤為重要。
[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.
【學位授予單位】：復旦大學
【學位級別】：碩士
【學位授予年份】：2013
【分類號】：F565.46

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