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China Mobile TV Industry Report, 2006-2007

It has two aspects-- non-portable receiver( vehicle mobile TV) and portable receiver( handset mobile TV) and mainly about the development of mobile TV industry and also provides some operational strategies.

China Mobile TV Industry Report, 2006-2007

The mobile TV's types is adopting digital broadcasting technologies. The receiver can be fixed on bus, subway, city railway, taxi or some other public places, and it also can be fixed on hand-hold equipments, such as mobile phone, laptop, PMP, and super portable PC etc.

Most of the Areas Adopting DVB-T as Digital Terrestrial TV Standard.

There are three kinds of Digital Terrestrial TV Standard: DVB-T, ATSC and ISDB-T. Most of the countries and region in Europe adopt DVB-T; Only Japan adopts ISDB-T; North America adopts ATSC; China, Mongolia and South America have not defined their standards. There are still 16% of countries and regions intended to adopt DVB-T.

1 Kommentar 2.8.08 16:55, kommentieren

Overview of Chinese Aviation

Having largely overcome problems of maintenance, safety, aging fleets, SARS and rampant illegal ticket discounting, China's aviation market is starting to do very well, with probably the fastest growth rates of any market in the world on the back of a huge and increasingly mobile population.

For passenger traffic, rising salaries and a relaxation of overseas travel regulations are helping, while improved infrastructure and China's role as Factory to the World is adding new air cargo volume all the time.

Passengers using Chinese airlines alone are expected to top 100 million for the first time in 2004 (compared with 68 million in 2000), with projected growth estimated at around 8.3% per annum until 2022. Already the second biggest domestic market for air cargo in the world with 1.3 million tonnes moved in 2001, growth is expected to increase annually by 10.3% until 2021. With the industry set to outpace GDP rates by a significant margin, international players are busy on the ground and in the air exploring opportunities.

Overview of Chinese Aviation1

In 2003, the domestic industry completed a period of consolidation and rationalization that resulted in the creation of three core airline groupings Air China, China Eastern and China Southern . Both China Eastern and China Southern have stock market listings and Air China hopes to list in 2005. But the efficiency of these airlines remains low by international standards. Revenue per km per employee in 2003 for China Eastern, for instance, was around one third that of Hong Kong-based Cathay Pacific, and China Southern fares only slightly better. A number of factors impact on the poor efficiency ratio-high investment in new planes and personnel training, excess staff, and an inability to hedge against oil prices. Fuel alone accounts for 25%-30% of total costs, compared with a 10%-15% global norm.

Overview of Chinese Aviation2

Overview of Chinese Aviation3

The current government policy encourages the purchase of larger trunkline planes and the growth of domestic aircraft manufacturing by imposing higher import duties on regional plane purchases(23% duty compared with 7% for trunkline) as well as charging a single landing fee regardless of plane class. The result is that only 18% of Chinese planes are under 100 seats(compared with 35% in the US) leading to under utilization and wasted expenditure on most domestic routes.

With a total national fleet of only 655 planes in 2003, (American Airlines alone had 854) China is currently the world's largest purchaser of new planes, projected to expand the fleet size to 2 050 by the year 2021. While the main battle for market share is between Boeing and Airbus( with Airbus slowly encroaching on Boeing's 60% market share), niche markets do exist for smaller manufacturers as exemplified by Canada's Bombardier Aerospace Group, which has supplied 25 regional sized planes to a number of Chinese carriers including Shanghai Airlines.


Chinese firms are themeslves proving adept at airplane component assembly. Brazil's Embraer is in an assembly plant joint venture in the northern city of Harbin where they have already sold six 45-seater planes to China Southern, and Airbus has committed itself to procurements from local factories worth US $120 million a year by 2010. China also has plans for its own aricraft construction including the manufacture of turbofan airliners. In one venture, the China Aviation Industry Corp One is working with GE to produce regional sized planes for the domestic market. They are hoping to have them in service by 2008.

Although entitled to own up to 49% few foreign investors have chosen to buy into Chinese airlines, nor does this trend seem likely to change in the near future. Foreign airlines however, are very active in China and the numbers involved will continue to increase. In 2004 China signed its first open skies agreement with Thailand as well as a liberalization agreement with America that will see weekly flights increase from 54 to 249 by 2007 and allow in new carriers and routes. Talks with European countries about a similar agreement are ongoing. In addition, regional airlines are now flying direct to China's second tier cities and both European and American airlines are increasing involved in code-sharing with Chinese partners.

The open sky/liberalization agreements have come about despite complaints from Chinese airlines who risk losing out to the better services of their foreign competitors.

The government's thinking however, is to the wider picture of increased air traffic and visitor numbers, and in part, a belief that healthy competition will encourage domestic carriers to restructure. China is predicted to be come the fourth largest tour destination in the world by 2020 with both the 2008 Olympics and 2010 World Expo acting as landmark events. And by 2020, there are expected to be 100 million outward-bound Chinese tourists a year. Many of these will be traveling by air.

Overview of Chinese Aviation 2-1

The predicted extra traffic will also have a positive impact on domestic airports, some of which are listed and almost all of which lose money due to under-utilization and poor management. Seen as a must have for any self-respecting city, local governments have tended to spend lavishly on their airport terminals, often employing award winning foreign architects.

Opportunities, though, do exist in the provision of airport and air traffic control equipment. In some cases forign companies have invested directly in the airports, for example, Lufthansa in the southern city of Shenzhen and French firm Thales won the contract to upgrade the national air traffic control system.

A lack of oversight, though, has led to overcapacity such as exists the Pearl River Delta where there are now five international airports within 350 square kilometer zone-Hong Kong, Guangzhou, Shenzhen, Zhuhai and Macau. But overall, observers say there is plenty of room for growth especially in cargo, as at present the three major hubs of Beijing, Shanghai and Guangzhou account for 44% of the market, suggesting big potential for other centers. On the other hand, the government is upgranding road and rail links, obvious competitiors to airfreight.

On way the government could assist provincial airports is through encouraging the growth of low cost airlines(LCA), a possible area for foreign investment at some point in the future. In 2004, for the first time, 100% privately-funded airlines were permitted to enter the market and already, a number of both cargo and passenger carriers have been formed.

Ticket prices are centrally controlled, but the discount bands were widened in 2004 to 45% below and 20% above the set price. A Chinese equivalent for the low-cost airlines in other markets could tap a whole new, and considerably wider, consumer market. This is not expected in the immediate future due to the impact such an airline could have on the existing operators.


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1 Kommentar 12.8.08 10:32, kommentieren