中國(guó)航空貨運(yùn)業(yè)“僧多粥少”
　　中國(guó)制造業(yè)的顯著增長(zhǎng)，促使航空貨運(yùn)公司爭(zhēng)相發(fā)展其在華業(yè)務(wù)。然而，這可能成為一個(gè)業(yè)務(wù)規(guī)模擴(kuò)張過(guò)大、速度過(guò)快的案例。
　　China’s spectacular manufacturing growth has left air freight carriers scrambling to develop their activities in the country. But it could be a case of too much, too soon.
　　兩年前，從南京或上�？者\(yùn)貨物至歐洲，每公斤運(yùn)費(fèi)高達(dá)4美元;如今的價(jià)格約為2.50美元。南京祿口機(jī)場(chǎng)副總經(jīng)理徐勇表示：“在此項(xiàng)業(yè)務(wù)上仍有錢(qián)賺的航空公司非常少見(jiàn)。”
　　Two years ago, flying goods from Nanjing or Shanghai to Europe cost up to $4 a kilogramme; today it the price is about $2.50. “Very few carriers are still making money here,’’ says Xu Yong, vice-president of Nanjing airport.
　　由于機(jī)隊(duì)擴(kuò)張速度繼續(xù)超出需求，航空公司正加劇中國(guó)一些機(jī)場(chǎng)的擁堵問(wèn)題。徐勇警告稱(chēng)：“我們現(xiàn)在的飛機(jī)數(shù)量實(shí)在是太多了。”
　　As fleet expansion continues to outpace demand, carriers are adding to congestion problems at some Chinese airports. “We have just far too many planes now”Mr Xu warns.
　　荷蘭航空公司Martinair副總裁弗蘭克?德容(Frank de Jong)表示，中國(guó)空運(yùn)貨物出口量正以每年約10%的速度增長(zhǎng)，而飛機(jī)貨物運(yùn)力的增幅約為25%。
　　Frank de Jong, vice-president at Martinair, the Dutch carrier, says the volume of Chinese exports by air is growing by about 10 per cent a year but aircraft cargo capacity is rising by about 25 per cent.
　　在亞洲，約半數(shù)貨物在運(yùn)輸時(shí)都是放在定期客運(yùn)航班的腹艙內(nèi)。例如，在客運(yùn)航空公司中，大韓航空(Korean Airlines)擁有全球規(guī)模最大的貨運(yùn)業(yè)務(wù)，其28%的收入來(lái)自航空貨運(yùn)業(yè)務(wù)。
　　In Asia, about half of cargo transported is carried in the belly of regular passenger flights. Korean Airlines, for example, has the world’s largest cargo business among passenger airlines, with 28 per cent of its revenue coming from air freight.
　　在美國(guó)，大部分航空貨運(yùn)業(yè)務(wù)由以UPS和聯(lián)邦快遞(FedEx)為首的專(zhuān)業(yè)貨運(yùn)公司負(fù)責(zé)。中國(guó)政府最近已進(jìn)一步放寬了對(duì)上述兩家公司的準(zhǔn)入限制。
　　In the US, the bulk of air cargo is handled by the specialist freight industry, led by UPS and FedEx. The Chinese government has recently granted greater access to the two companies.
　　瑞士信貸(Credit Suisse)分析師彼得?希爾頓(Peter Hilton)表示：“美國(guó)公司可以向中國(guó)體系內(nèi)注入更多運(yùn)力，并承接向來(lái)由亞洲航空公司包攬的貨運(yùn)業(yè)務(wù)。”
　　Peter Hilton, analyst at Credit Suisse, says: “The Americans are being allowed to inject more capacity into the Chinese system and moving goods that would have traditionally gone to Asian carriers.”
　　中國(guó)政府已加大其發(fā)展國(guó)內(nèi)航空貨運(yùn)業(yè)的努力，鼓勵(lì)國(guó)內(nèi)航空公司與經(jīng)驗(yàn)更為豐富的西方貨運(yùn)公司合作。而就在不久前，中國(guó)政府的重點(diǎn)還幾乎全放在航空客運(yùn)業(yè)的改革和擴(kuò)張方面。
　　Beijing has stepped up its efforts to develop a domestic air freight industry, encouraging its airlines to team up with more experienced Western cargo operators. Until recently, the Chinese government had instead focused almost exclusively on overhauling and expanding the passenger airline industry.
　　一位香港銀行家表示：“從政治角度來(lái)看，運(yùn)送旅客比運(yùn)輸貨物更能建立聲望，但政府已意識(shí)到，貨運(yùn)對(duì)出口驅(qū)動(dòng)型的制造業(yè)領(lǐng)域至關(guān)重要。”
　　A Hong Kong banker says: “Politically, there’s a lot more prestige in helping move people rather than goods, but the government has woken up to how crucial freight is for an export-led manufacturing sector.”