機(jī)場(chǎng)與航空公司之間的關(guān)系中英文1

1、airport ecomomicsthe airport - airline relationship1 機(jī)場(chǎng)與航空公司之間的關(guān)系機(jī)場(chǎng)與航空公司之間的關(guān)系consolidation of two airline modelslow cost increasing market share in all regions point-to-point traffic (hub bypass) but some connections too financial incentives, specially by smaller airportsintercontinental airlines la

2、rger aircraft for hub&spoke smaller aircraft on point-to-point increased deregulation means more competition fewer super-hubs in long-term航空公司：兩種商業(yè)模式并存航空公司：兩種商業(yè)模式并存低成本型航空公司低成本型航空公司 在各地區(qū)的市場(chǎng)份額呈上升趨勢(shì) 點(diǎn)對(duì)點(diǎn)運(yùn)行（繞道樞紐），但有時(shí)也需要中轉(zhuǎn) 財(cái)政激勵(lì)，特別是小型機(jī)場(chǎng)洲際航空公司洲際航空公司 大型飛機(jī)，多用于中樞/輻射型航線 小型飛機(jī)，多用于點(diǎn)對(duì)點(diǎn)運(yùn)行 放松管制，競(jìng)爭(zhēng)愈演愈烈 長(zhǎng)遠(yuǎn)看，超大型樞紐將寥

3、寥無(wú)幾lcc & technology drive changenew lcc routes new point-to-point routes are being opened resulting from lower cost structure of lccs lccs drive away legacy carriers (and associated feeding airlines) as these cannot compete this puts pressure on smaller hubs as they loose their niche roles as in

4、tra-continental connecting points some traffic is also eroded from mega hubs, particularly p2p which may shift to secondary airports but this helps by releasing capacitytechnology smaller long-range aircraft allow secondary cities to open direct non-stop intercontinental routes, but mainly to mega-h

5、ubs larger aircraft allow cheaper flights via mega-hubs mega-hubs consolidate their position as continental gateways低成本型航空公司低成本型航空公司&科技引領(lǐng)變革科技引領(lǐng)變革 低成本型航空公司開辟新航線低成本型航空公司開辟新航線 運(yùn)營(yíng)成本較低，低成本型航空公司不斷開辟新的點(diǎn)對(duì)點(diǎn)航線 低成本型航空公司擁有老牌承運(yùn)人（及相應(yīng)的支線航空公司）不具備的優(yōu)勢(shì) 對(duì)小型機(jī)場(chǎng)形成壓力，小型機(jī)場(chǎng)將失去其洲內(nèi)航線中轉(zhuǎn)節(jié)點(diǎn)的重要地位 一些航班（尤其是點(diǎn)對(duì)點(diǎn)航班）將從超大型樞紐機(jī)場(chǎng)撤出，轉(zhuǎn)到二級(jí)

6、機(jī)場(chǎng)，反而釋放了容量科學(xué)技術(shù)科學(xué)技術(shù) 小型遠(yuǎn)程飛機(jī)使得次級(jí)城市能夠開辟洲際直飛航線，但主要飛往超大型樞紐 大型飛機(jī)能夠提供經(jīng)由超大型樞紐的廉價(jià)航班 超大型樞紐鞏固其洲際門戶機(jī)場(chǎng)的地位all airports affected by a new paradigmmega-hubs few can survive - these will mainly be the base of dominant intercontinental mega-carriers large investments will be required to maintain dominance competition

7、at a global scale some competition from p2p by gulf carrierssecondary hubs decreasing intercontinental hubbing some long-haul p2p increasing pressure from lccs in the form lower prices and alternative secondary airports need to consider possible impact from hst新模式對(duì)各類機(jī)場(chǎng)的影響新模式對(duì)各類機(jī)場(chǎng)的影響超大型樞紐超大型樞紐 超大型機(jī)場(chǎng)將

8、寥寥無(wú)幾，主要承擔(dān)大型航空公司的基地職能 日常運(yùn)營(yíng)耗資巨大 全球范圍內(nèi)的競(jìng)爭(zhēng) 海灣航空點(diǎn)對(duì)點(diǎn)直航運(yùn)營(yíng)帶來(lái)的競(jìng)爭(zhēng)壓力次級(jí)樞紐次級(jí)樞紐 減弱洲際樞紐功能 擁有一些點(diǎn)對(duì)點(diǎn)遠(yuǎn)程直航航線 低成本型航空公司的價(jià)格低廉和其它可選次級(jí)機(jī)場(chǎng)的競(jìng)爭(zhēng)壓力逐漸增長(zhǎng) 需要考慮高鐵帶來(lái)的潛在影響all airports affected by a new paradigmminternational o&ds lower growth rates need to attract lccs to maintain traffic volumes market share erosion from secondary

9、 airports price pressure from lccs competition from alternative transport modes (hst)regional airports sever margin pressure from lccs higher competition as increasing number of airports enter the market and aim to attract lccs competition from alternative transport modes (hst)新模式對(duì)各類機(jī)場(chǎng)的影響新模式對(duì)各類機(jī)場(chǎng)的影響

10、國(guó)際國(guó)際o&d機(jī)場(chǎng)機(jī)場(chǎng) 市場(chǎng)增長(zhǎng)緩慢 需要吸引低成本型航空公司，以維持業(yè)務(wù)量 次級(jí)機(jī)場(chǎng)對(duì)市場(chǎng)份額的蠶食 低成本型航空公司的價(jià)格優(yōu)勢(shì) 其它可選交通工具（高鐵）的的競(jìng)爭(zhēng)支線機(jī)場(chǎng)支線機(jī)場(chǎng) 來(lái)自低成本型航空公司的價(jià)差壓力 越來(lái)越多的機(jī)場(chǎng)進(jìn)入市場(chǎng)，競(jìng)相吸引低成本型航空公司，因此競(jìng)爭(zhēng)更加激烈 來(lái)自于其它可選交通工具（高鐵）的競(jìng)爭(zhēng)壓力the situation todaymost airports (large and small) tend to overinvest in order to position themselves ahead of the competitionmany airp

11、ort investment decisions are driven more by political pressures rather than commercial decisionsmost airports (large and small) do not fully exploit their commercial revenue potentialmany small airports do not have the “critical” mass to generate considerable non-aeronautical revenuemost small airpo

12、rts and increasing numbers of medium-sized airports are trying to attract lccs because of the considerable volume of traffic they generateincreasing competition to established mega-hubs from gulf carriers當(dāng)前形勢(shì)當(dāng)前形勢(shì)多數(shù)機(jī)場(chǎng)（大型或小型）存在過(guò)度擴(kuò)張的趨勢(shì)對(duì)于很多建設(shè)機(jī)場(chǎng)的投資決定，政治考慮多于商業(yè)考慮多數(shù)機(jī)場(chǎng)（大型或小型）并未充分挖掘潛在的商業(yè)價(jià)值 很多小型機(jī)場(chǎng)未能吸引足夠數(shù)量的公眾，不

13、能創(chuàng)造可觀的非航空性業(yè)務(wù)收入 多數(shù)小型機(jī)場(chǎng)和日漸增多的中型機(jī)場(chǎng)力爭(zhēng)吸引低成本型航空公司，以期帶來(lái)可觀的業(yè)務(wù)量。海灣航空承運(yùn)人對(duì)超大型樞紐機(jī)場(chǎng)造成的競(jìng)爭(zhēng)壓力what can we expect in the short-medium term continuous uncertainty in the airline business. clear cut models to prevail: i.e. intercontinental and lccs less funding available for investment as a result of global financial c

14、risis and cuts in government spending gulf carriers and airports to play an increasing role in the movement of intercontinental traffic many airports left with overcapacity due to over investments. thus, temptation to reduce charges to attract carriers hst to play an increasingly important role in i

15、ntra continental traffic近期展望近期展望航空公司業(yè)務(wù)持續(xù)存在不確定性因素。當(dāng)前盛行的商業(yè)模式?jīng)芪挤置鳎矗褐揠H航空公司和低成本型航空公司全球金融危機(jī)以及政府開支削減加大了融資的壓力海灣航空承運(yùn)人和機(jī)場(chǎng)在洲際運(yùn)輸?shù)牡匚蝗找嬖鰪?qiáng)過(guò)度擴(kuò)張使得很多機(jī)場(chǎng)容量剩余。由此，須減少機(jī)場(chǎng)收費(fèi)以吸引航空公司高鐵占有的洲內(nèi)運(yùn)輸份額日益增加airport management actionsrecognise the true traffic generation potential of the airport: as an o&d gateway: driven by popula

16、tion, gdp/capita and tourism, among others as a transit hub: driven by the strength of the resident airline as a logistics centre: driven by the strength of resident airlines, market position and competition, and infrastructurepartner with the airlines: understand their particularities as they are n

17、ot all the same and there are specific requirements provide them with differentiated facilities specifically designed to meet airlines operational and financial needs co-operation rather than passive relationship industry wide issues such as economic and environmental challenges demand increasing co

18、llaboration between airports and airlines 機(jī)場(chǎng)管理措施機(jī)場(chǎng)管理措施識(shí)別機(jī)場(chǎng)業(yè)務(wù)量增加的潛在因素識(shí)別機(jī)場(chǎng)業(yè)務(wù)量增加的潛在因素 作為o&d門戶港：受人口總量、人均gdp以及旅游業(yè)等因素影響 作為中轉(zhuǎn)樞紐：受機(jī)場(chǎng)基地航空公司狀況影響 作為物流中心：受機(jī)場(chǎng)基地航空公司狀況、市場(chǎng)定位和競(jìng)爭(zhēng)壓力，以及基礎(chǔ)設(shè)施影響與航空公司結(jié)成伙伴關(guān)系與航空公司結(jié)成伙伴關(guān)系 充分認(rèn)識(shí)各個(gè)航空公司的具體特點(diǎn)，以及它們的具體需求 提供齊全的設(shè)施設(shè)備,滿足各個(gè)航空公司運(yùn)營(yíng)規(guī)模和財(cái)力需求 變被動(dòng)為主動(dòng)，與航空公司尋求合作 應(yīng)對(duì)諸如經(jīng)濟(jì)形勢(shì)和環(huán)保問(wèn)題等行業(yè)性問(wèn)題時(shí)，要求機(jī)場(chǎng)和航空公司

19、加強(qiáng)合作airport management actionsairports to be run as businesses:develop a sensible business planunderstand the changing and evolving nature of the aviation industry: what is true today will not necessarily be true tomorrowmaximize revenue generation potential from non-aeronautical activitiesairports

20、are much more than air-to-ground exchange platformsrecognize the power of competitors: other airports and alternative transport meanscost control: maximize the economies of scale inherent in a monopolycapital expenditure:undertake investments carefully not all airports can become mega hubs; capex is

21、 expensive and it must be paid backhowever, if real potential exists, do not deteriorate the strategic position for airline network developmentcapex should be demand drivenalways try to adopt a modular and flexible infrastructure development approach airport master plan as a portfolio of real option

22、s instead of blue-print for a single future機(jī)場(chǎng)管理措施機(jī)場(chǎng)管理措施機(jī)場(chǎng)商業(yè)化運(yùn)營(yíng)機(jī)場(chǎng)商業(yè)化運(yùn)營(yíng)制定合理的商業(yè)規(guī)劃充分考慮航空業(yè)瞬息萬(wàn)變的特點(diǎn)：時(shí)代變，則形勢(shì)變盡量擴(kuò)大機(jī)場(chǎng)的非航空性收入產(chǎn)生的利潤(rùn)機(jī)場(chǎng)不僅僅是空地運(yùn)輸轉(zhuǎn)換平臺(tái)充分認(rèn)識(shí)競(jìng)爭(zhēng)對(duì)手：其它機(jī)場(chǎng)以及其它可選交通工具成本控制：須將壟斷所固有的規(guī)模經(jīng)濟(jì)最大化資本支出資本支出機(jī)場(chǎng)擴(kuò)建須謹(jǐn)慎并非所有機(jī)場(chǎng)都能成為超大型機(jī)場(chǎng)；資本支出耗費(fèi)巨大，必須考慮回報(bào)同時(shí)還須抓住機(jī)遇，拓展航線網(wǎng)絡(luò)資本支出取決于市場(chǎng)需求機(jī)場(chǎng)基礎(chǔ)設(shè)施建設(shè)始終采取靈活的組合式方法機(jī)場(chǎng)總體規(guī)劃應(yīng)實(shí)事求是，切實(shí)可行，不能僅僅是美妙的一紙藍(lán)圖wha

23、t lccs want from airportsfor lccs price is important but so are other considerationscapacity & operational environment 24/7 facilities asset utilisation maximised quick turn-around times (eg power in/power out, short taxi times) fit for purpose infrastructure fees & charges airport related c

24、osts represent relatively larger part of overall cost structure optimise all-up per pax charges (aero charges, check-in, parking, handling etc) aimed at promoting efficient use of facilities incentive schemes, marketing contributions etc 低成本型航空公司對(duì)機(jī)場(chǎng)的需求低成本型航空公司對(duì)機(jī)場(chǎng)的需求對(duì)于低成本航空公司來(lái)講，價(jià)格因素非常重要，但還須考慮其他因素機(jī)場(chǎng)容量

25、與運(yùn)營(yíng)環(huán)境機(jī)場(chǎng)24/7 全天候服務(wù)設(shè)施利用最大化航班過(guò)站時(shí)間短（例如，接通/斷開地面電源，滑行時(shí)間短）建立量體裁衣的基礎(chǔ)設(shè)施 機(jī)場(chǎng)收費(fèi)機(jī)場(chǎng)相關(guān)的收費(fèi)占其總成本的一大部分 優(yōu)化旅客收費(fèi)（航空費(fèi)、值機(jī)費(fèi)、停機(jī)費(fèi)、地勤費(fèi)等），提高機(jī)場(chǎng)設(shè)施的利用率 激勵(lì)機(jī)制，市場(chǎng)推廣等what network airlines want from airportsmarket generally the primary consideration for network carriersyield & load dedicated infrastructure and branding lounges ded

26、icated check-in desks security fast track gates (airbridges) fees & charges landing fees / passenger fees handling charges discounts & incentive schemes network connection opportunities breadth & depth of network greater emphasis on the overall “door to door” travel experience of the pas

27、sengers 網(wǎng)絡(luò)型航空公司對(duì)機(jī)場(chǎng)的需求網(wǎng)絡(luò)型航空公司對(duì)機(jī)場(chǎng)的需求市場(chǎng)網(wǎng)絡(luò)型航空公司考慮的主要因素 收益&載運(yùn)率專用的基礎(chǔ)設(shè)施和品牌策略 機(jī)場(chǎng)休息室 專用值機(jī)柜臺(tái) 快速安檢通道 停機(jī)位（登機(jī)橋）機(jī)場(chǎng)收費(fèi) 起降費(fèi)/旅客服務(wù)費(fèi) 地勤費(fèi) 折扣與激勵(lì)機(jī)制航線網(wǎng)絡(luò) 中轉(zhuǎn)連接機(jī)會(huì) 網(wǎng)絡(luò)的寬度與深度更注重縮短旅客的總體“門對(duì)門”旅行時(shí)間managing the relationship with the airlinesin a more challenging economic climate, the entire industry has become more cost conscious

28、 with a significant portion of the cost base not controlled by airlines fuel aircraft (in a tight market) labour (in a global market) airport related costs are not controlled by airlines, however, they are commercially negotiable 10 15 years ago airport costs were regulated now direct negotiation be

29、tween airport and airlines most new entries, capacity and frequency increases are the result of negotiations between airports & airlines airline differentiation provides opportunities agreements between airports and airlines cover more than just traditional services 與航空公司發(fā)展新型關(guān)系與航空公司發(fā)展新型關(guān)系經(jīng)濟(jì)形勢(shì)嚴(yán)峻時(shí)

30、，航空公司對(duì)不可控成本越發(fā)謹(jǐn)慎 燃油 飛機(jī)（市場(chǎng)供不應(yīng)求時(shí)） 員工（全球市場(chǎng)）航空公司無(wú)法控制與機(jī)場(chǎng)相關(guān)的成本，但是可以進(jìn)行商業(yè)談判 10-15年前，機(jī)場(chǎng)成本受制于調(diào)控 如今，航空公司與機(jī)場(chǎng)直接談判 新增航線、航班容量和航班頻次由航空公司和機(jī)場(chǎng)共同商定 航空公司個(gè)性化經(jīng)營(yíng)提供機(jī)遇航空公司與機(jī)場(chǎng)達(dá)成的協(xié)議不僅僅包括傳統(tǒng)的服務(wù)領(lǐng)域，開辟新領(lǐng)域managing the relationship with the airlines change in airlines approach created new discipline for airports today it pays for airp

31、orts to be pro-active airline marketeers different carriers require different approaches legacy carriers & lccs key point in the airlines/airport relationship: cost transparency win / win for airports & airlines co-operation with rather than presentation to carriers joint development of rout

32、e cases working together to face current challenging economic outlook and environmental issues 與航空公司發(fā)展新型關(guān)系與航空公司發(fā)展新型關(guān)系 與航空公司發(fā)展新型關(guān)系給機(jī)場(chǎng)提出新的課題與航空公司發(fā)展新型關(guān)系給機(jī)場(chǎng)提出新的課題 如今，在航空業(yè)中機(jī)場(chǎng)應(yīng)主動(dòng)尋求市場(chǎng) 航空公司的需求各不相同老牌承運(yùn)人&低成本型航空公司 航空公司/機(jī)場(chǎng)關(guān)系的金科玉律：成本公開 機(jī)場(chǎng)與航空公司的雙贏機(jī)場(chǎng)與航空公司的雙贏 主動(dòng)合作 共同開辟航線 共同應(yīng)對(duì)當(dāng)前的經(jīng)濟(jì)局勢(shì)和環(huán)境問(wèn)題build-up of airline cost

33、s航空公司成本機(jī)構(gòu)航空公司成本機(jī)構(gòu)airport ecomomics29 2011 airports council international 29build-up of airline costs航空公司成本結(jié)構(gòu)航空公司成本結(jié)構(gòu)airport ecomomics31 2011 airports council international 31build-up of airline costs航空公司成本結(jié)構(gòu)航空公司成本結(jié)構(gòu)build-up of airline costsand for legacy carriers?.航空公司成本結(jié)構(gòu)航空公司成本結(jié)構(gòu)airport performance

34、 vs. airlines2004 performance relative to the european marketiatas dg bisignani:“iata does not object to privatisation efforts that bring greater transparency and efficiency to airport management, and at the end of the day, lower charges. but we have no patience for privatisations that breed ineffic

35、iency, uncontrolled monopolistic behaviour or cross-subsidisation of troubled developments. you may have given narita a license to print money”機(jī)場(chǎng)運(yùn)營(yíng)機(jī)場(chǎng)運(yùn)營(yíng) vs. 航空公司航空公司iata 秘書長(zhǎng) (giovanni bisignani): “ iata 并不反對(duì)機(jī)場(chǎng)私有化，前提是機(jī)場(chǎng)管理應(yīng)更加公開，富有效率，并最終降低機(jī)場(chǎng)相關(guān)的收費(fèi)。而私有化也可能導(dǎo)致機(jī)場(chǎng)管理效率低下、無(wú)法控制的行業(yè)壟斷行為或者補(bǔ)貼混亂問(wèn)題的出現(xiàn)，對(duì)此我們不能容忍。沒有有效的監(jiān)管

36、機(jī)制，機(jī)場(chǎng)私有化就如同一個(gè)印鈔機(jī)一樣?！?004年機(jī)場(chǎng)運(yùn)營(yíng)（相比歐洲航空市場(chǎng)）airport performance vs. airlinesthe airline business and the airport business are fundamentally different. one cannot be measured and compared against the other on the basis of a few simple financial indicatorslccseasyjet: 16,6%ryanair: 27,5%ljubljana: 50%copen

37、hagen: 61%airportsebitdar margins (07)機(jī)場(chǎng)運(yùn)營(yíng)機(jī)場(chǎng)運(yùn)營(yíng) vs. 航空公司航空公司航空公司運(yùn)營(yíng)根本上有別于機(jī)場(chǎng)運(yùn)營(yíng)。孰優(yōu)孰劣，無(wú)法僅憑簡(jiǎn)單的數(shù)字做出判斷。低成本型航空公司機(jī)場(chǎng)易捷航空: 16,6%瑞安航空: 27,5%盧布爾雅娜機(jī)場(chǎng): 50%哥本哈根機(jī)場(chǎng): 61%2007利息折舊及攤銷前利潤(rùn)率（ebitdar margins）airport performance vs. airlinescash margin42%12%roi11%5%profit margin12%3%roe13%7%top 10 airport companiestop 10 airl

38、ine companies(1)airports: baa, fraport, cph, vienna, zurich. airlines: austrian, ba, lh, sas, swissairport vs. airline performance for a selection of companies in 2000現(xiàn)金保證金現(xiàn)金保證金42%12%投資回報(bào)率投資回報(bào)率11%5%利潤(rùn)率利潤(rùn)率12%3%凈資產(chǎn)收益率凈資產(chǎn)收益率13%7%前10位 機(jī)場(chǎng)企業(yè)前10位 航空公司名優(yōu)機(jī)場(chǎng)和 航空公司運(yùn)營(yíng)的對(duì)比數(shù)據(jù)（ 2000年 ）機(jī)場(chǎng)運(yùn)營(yíng)機(jī)場(chǎng)運(yùn)營(yíng) vs. 航空公司航空公司（1）機(jī)場(chǎng)：英國(guó)機(jī)

39、場(chǎng)集團(tuán)，法蘭克福機(jī)場(chǎng)集團(tuán)，哥本哈根機(jī)場(chǎng)，維也納機(jī)場(chǎng)，蘇黎世機(jī)場(chǎng)。 航空公司：奧地利航空，英國(guó)航空，漢莎航空，北歐航空，瑞士航空airport incentivescompetition among airports is increasingsecondary airports vs. main airportstourist destinationshubsairports need traffickey driver of revenue generationairport traffic is derived demandincentives are becoming increasin

40、gly commonprovide support for new servicescareful management is keywho benefits? should the airport act alone?e.g. tourism industry機(jī)場(chǎng)的激勵(lì)機(jī)制機(jī)場(chǎng)的激勵(lì)機(jī)制 機(jī)場(chǎng)之間競(jìng)爭(zhēng)日益激烈 二級(jí)機(jī)場(chǎng) vs 一級(jí)機(jī)場(chǎng) 觀光旅游目的地 樞紐機(jī)場(chǎng) 機(jī)場(chǎng)需要運(yùn)輸量 贏利的決定因素 機(jī)場(chǎng)運(yùn)輸量屬于派生需求 激勵(lì)機(jī)制日漸盛行 為開辟新的服務(wù)領(lǐng)域提供支持 善于經(jīng)營(yíng)是關(guān)鍵 誰(shuí)是受益者？機(jī)場(chǎng)能否單獨(dú)行動(dòng)？ 例如，旅游業(yè)airport incentives2001 - brussels ai

41、rport complains to the eu that a number of advantages were being granted to ryanair by charleroi airport and the wallon region2002 the commission launched an investigation to determine if this was compatible with the “private market investor principle”the commission determined that no private operat

42、or would have granted the same advantages. hence, these constituted state aidhowever, the commission determined that certain aspects of the aid could be compatible with eu transport policy because it facilitated the development and improved use of an underused airport that represented a cost to the

43、community as a whole機(jī)場(chǎng)的激勵(lì)機(jī)制機(jī)場(chǎng)的激勵(lì)機(jī)制 2001年布魯塞爾機(jī)場(chǎng)向歐盟申訴，指出瓦隆地區(qū)政府和沙勒羅瓦機(jī)場(chǎng)向瑞安航空提供補(bǔ)貼 2002年究竟是否違反“私有市場(chǎng)的公平競(jìng)爭(zhēng)原則”，歐盟委員會(huì)進(jìn)行調(diào)查 歐盟委員會(huì)認(rèn)定不存在其它私人機(jī)構(gòu)向該航空公司注資。由此，此類補(bǔ)貼屬于政府補(bǔ)貼 但是，歐盟委員會(huì)裁定此類補(bǔ)貼并非完全違反歐盟的“透明政策”規(guī)定，因?yàn)闄C(jī)場(chǎng)利用率較低將造成對(duì)當(dāng)?shù)厣鐓^(qū)的整體經(jīng)濟(jì)損失，而該補(bǔ)貼提升了機(jī)場(chǎng)的利用率。eu directive on start-up aidas a result of the charleroi case, in 2006 the eu

44、published the “community guidelines on financing of airports and start-up aid to airlines departing from regional airports it acknowledged that: small airports often do not have enough passenger volume to break even (0,5 1 m pax?) airlines prefer tried and tested hubs in good locations which provide

45、 rapid connections, have an established passenger base and have slots which they do not wish to lose airlines are not always prepared, without appropriate incentives, to run the risk of opening routes from unknown and untested airportsconsequently, the commission accepts that public aid can be paid

46、temporarily to airlines under certain conditionshowever, it will not be acceptable to grant aid to new air routes corresponding to a high-speed train link歐盟指令：航線啟動(dòng)補(bǔ)貼歐盟指令：航線啟動(dòng)補(bǔ)貼 鑒于沙勒羅瓦機(jī)場(chǎng)事件，歐盟于2006年公布了關(guān)于機(jī)場(chǎng)融資以及支線機(jī)場(chǎng)新增始發(fā)航線的啟動(dòng)補(bǔ)貼的指導(dǎo)意見 該文件確認(rèn)： 通常，小型機(jī)場(chǎng)接待的旅客人數(shù)（50-100萬(wàn)）較少，難以平衡收支 位置好、聲望高的樞紐往往中轉(zhuǎn)快捷，還因?yàn)橐呀?jīng)擁有固定的旅客和航班時(shí)刻，所以航空公司更愿意固守大型