曝光台 注意防骗
网曝天猫店富美金盛家居专营店坑蒙拐骗欺诈消费者
bad enough, the airfreight market has
suffered unimaginable decreases, with
many airlines carrying little over half
their tonnage of last year.
Meanwhile, costs are still rising, and
that includes en-route navigation fees
and airport charges.
It is arguable whether, at the time of
writing, there are any profitable airlines
in Europe. Many carriers who would
normally expect a surplus in a typical
year are facing life-threatening losses.
Against this backdrop, the range of
remedies available to the airlines is limited.
Those costs which remain within
Ulrich Schulte-Strathaus, Secretary General of the Association of European
Airlines (AEA), highlights what is at stake for the airspace users and the
need for the Single European Sky to materialise as soon as possible.
For the airlines,
the Single Sky cannot
come a moment too soon
their control have been pared back over
years of competition in a liberalised
market place. Most of the major airlines
in Europe are taking the only course
available to them – reduction in service
on a significant scale, with consequent
grounding of aircraft and laying-off of
staff. Whilst only a temporary measure,
there is a danger that this may lead to a
permanent loss of airport slots.
So when the airlines remind themselves
that there are perhaps € 5 billion
of potential annual efficiency
gains tied up in the Single European
Sky project, the eagerness with which
they await the flow of benefits to begin
is understandable, all the more so
since those benefits also include a better
service to the consumer, in terms of
reduced delay, and a much reduced
environmental impact.
The legal framework for the Single
European Sky has been in place
since April 2004, and while
this signalled an important
shift in attitudes, it did
not deliver substantial
benefits. Without a
detailed action plan,
it was too easy to
ignore. Consequently,
European airlines are
pinning great hopes
on the second phase
38
VIEWPOINT
of Single Sky legislation, launched in
early 2009, to bring a new impetus to
the programme.
In essence, the Single European Sky
project involves a transition from a
20th-century structure of air traffic control
based on national boundaries to
one which takes account of actual patterns
of demand and traffic flows and is
more suited to the realities and needs
of the 21st century.
A key element of the Single European
Sky is the move from a network of imperfectly-
interconnected individually
controlled airspaces,
which currently number
67, to nine functional
airspace blocks.
In theory these should
not be defined or constrained
by national
frontiers, although for
the time being at least,
expediency requires
that their boundaries
do follow the national
frontiers below.
Clearly, the effectiveness and pace of
this transition requires cross-border
cooperation and a strong element of
political will. Whilst this should not be
an insurmountable hurdle, nevertheless
it is already being put forward as
a source of – or shall we say justification
for – delay. Yet it need not be so.
Very recently a joint initiative by AEA,
the Montenegrin Government and the
regional service provider unlocked direct
routes into Kosovo, saving time,
money and CO2 emissions. Such local
and regional cooperation, replicated
across Europe, typifies what needs to
be happening within the FABs.
As part of the redesign of European airspace,
priority must be given to civil/
military cooperation in air traffic management
(ATM) in order to make available
for civil use significant portions
of airspace that are currently blocked,
but not intensively used, for military
purposes. This requires a strong and
shared commitment between national
Ministries of Transport and of Defence
throughout Europe. Once again, a successful
cooperative venture between
the German and Dutch authorities, to
set up a shared cross-border training
zone, will not only lift constraints on
routes into Amsterdam Schiphol, but
will demonstrate to the rest of Europe
that such things are achievable.
With the new airspace
map in place,
it still needs to function
efficiently. ATM
service provision is
inherently monopolistic
in nature, and
the Single Sky needs
a strong independent
economic regulator
中国航空网 www.aero.cn
航空翻译 www.aviation.cn
本文链接地址：
Skyway Magazine, Summer & Autumn 2009(26)
