中華人民共和國澳門特別行政區政府與大不列顛及北愛爾蘭聯合王國政府航班協定

中華人民共和國澳門特別行政區政府與大不列顛及北愛爾蘭聯合王國政府航班協定
2004年1月19日于伦敦

中華人民共和國澳門特別行政區政府與大不列顛及北愛爾蘭聯合王國政府航班協定

經中華人民共和國中央人民政府正式授權締結本協定的中華人民共和國澳門特別行政區政府（澳門特別行政區）和大不列顛及北愛爾蘭聯合王國政府；

意欲締結一項協定，以便為澳門特別行政區和大不列顛及北愛爾蘭聯合王國之間建立航班服務提供框架，

達成協定如下：

第一條 定義

就本協定而言，除非文中另有要求：

一）“芝加哥公約”一詞，指一九四四年十二月七日在芝加哥供開放簽字的國際民用航空公約及包括（一）對締約雙方適用的對該公約的任何修改；及（二）任何附件或根據該公約第九十條對其附件所通過的任何修改，只要該修改或附件在任何特定時間對締約雙方有效；

二） “航空當局”一詞，在澳門特別行政區方面指民航局，在聯合王國方面指運輸國務秘書，對第七條而言指民航當局，或對雙方而言，指經授權行使上述當局目前行使的任何職能或類似職能的任何個人或機構；

三）“指定空運企業”一詞指根據本協定第四條而獲指定和授權的空運企業；

四） “地區”一詞，在澳門特別行政區方面包括澳門半島、氹仔島和路環島；在大不列顛及北愛爾蘭聯合王國方面，則採納芝加哥公約第二條中“領土”一詞的含義；

五）“航班”、“國際航班”、“空運企業”和“非運輸業務性經停”名詞採納該公約第九十六條所分別賦予的含意；

六） “使用費”一詞指對飛機，其機組，旅客和貨物提供機場財產或設施或包括為飛越在內所提供的導航設施，包括相關服務和設施，而由有關當局或經其允許向空運企業收取的費用；

七）“本協定”一詞包括附件以及對附件及本協定的任何修改；

八） 締約一方的“法律和規定”一詞指在任何時候該締約方地區內的有效的法律和規定；

九） “空運經營人執照”指締約一方航空當局發給某空運企業，確認該空運企業在該執照規定的航空活動中具有保證飛機運營安全的專業能力和組織的文件。

第二條 芝加哥公約的適用性

本協定的條款應服從於芝加哥公約的條款，締約雙方應按芝加哥公約的條款行事，只要這些條款適用於國際航班。

第三條 權利的授予

一、締約一方給予締約另一方以下有關經營國際航班的權利：

一）飛越締約對方地區而不降停；

二）在其地區內作非運輸業務性經停。

二、締約一方給予締約另一方本協定以下規定的權利，以便在本協定附件航線表中相應部份所規定的航線上經營國際航班。此航班和航線以下分別稱為“協議航班”和“規定航線”。在規定航線上經營協議航班時，締約各方指定空運企業除享有本條第一款所規定的權利外，還有權在締約對方地區內本協定航線表中該航線的各個規定地點降停，以便上下旅客、裝卸行李和包括郵件在內的貨物。

三、本條第二款的內容不應被視為給予締約一方指定的一家或多家空運企業為出租或取酬為目的，在締約另一方地區內裝載旅客，以及包括郵件在內的貨物前往締約另一方地區內另一點的權利。

四、如果由於武裝衝突，政治動亂或演變，或者特別和非同尋常的情況，締約一方指定空運企業不能在通常航路上經營某航班，締約另一方應盡力通過提供適當的臨時航路安排為該航班的繼續經營提供方便。

第四條 空運企業的指定與授權

一、締約一方有權以書面向締約另一方指定一家或多家空運企業在規定的航線上經營協議航班，以及撤銷和更改該指定。

二、締約另一方航空當局在收到上述指定後，應在不違反本條第三款及第四款規定的情況下，不得延誤地向被指定的一家或多家空運企業授予適當的經營許可。

三、締約一方航空當局可以要求締約另一方所指定的空運企業向其證明，該空運企業具備資格滿足該當局符合芝加哥公約條款的通常及合理地應用於國際航班運營的法律和規定所制訂的條件。

四、一）澳門特別行政區政府如對大不列顛及北愛爾蘭聯合王國航空當局指定的空運企業的下述情況有疑義，則有權拒絕授予本條第二款所述的經營許可，或對該指定空運企業行使本協定第三條第二款中所規定的權利附加其認為必要的條件：

（一）該空運企業是根據建立歐洲共同體的條約在大不列顛及北愛爾蘭聯合王國境內成立，以及根據歐洲共同體法律得到經營許可證；及

（二）負責授予其空運經營執照的歐洲共同體成員國對該空運企業實施並保持有效的管理上的控制，並且在指定中對有關航空當局予以清楚識別。

二）大不列顛及北愛爾蘭聯合王國政府如對澳門特別行政區航空當局指定的空運企業下述情況有疑義，則有權拒絕授予本條第二款所述的經營許可，或對澳門特別行政區航空當局指定的空運企業行使本協定第三條第二款中所規定的權利附加其認為必要的條件：

（一）該空運企業在澳門特別行政區註冊並以澳門特別行政區為主要經營地；並且

（二）持有澳門特別行政區航空當局頒發的有效空運經營人執照。

五、一家空運企業一經按照上述指定和授權，可隨時開始經營協議航班，條件是該空運企業遵守本協定的適用條款。

第五條 撤銷或暫停經營許可

一、締約一方有權撤銷或暫停經營許可，或暫停締約另一方指定空運企業行使本協定第三條第二款所規定的權利，或對行使此等權利附加其認為必要的條件：

一）在任何情況下，締約一方可根據本協定第四條第四款拒絕發給經營許可；或

二）如該空運企業未能遵守授予權利的締約方通常和合理實行的法律和規定；或

三）如該空運企業未能按照本協定所規定的其他條件經營；或

四）締約另一方未能根據第十四條（安全）第二款採取適當行動改善安全；或

五）根據第十四條（安全）第六款。

二、除非本條第一款所述的撤銷或暫停經營許可或暫停行使權利或附加條件必須立即執行，以防止進一步違反法律和規定，否則這種權利只能在與締約另一方協商後方可行使。

第六條 協議航班經營原則

一、締約雙方指定空運企業在經營規定航線上的協議航班時，在競爭方面應享有公平均等的機會。

二、締約各方應允許各指定空運企業按照商業和以市場為基礎的考慮確定其所提供的國際航空運輸的班次及運力。除非是根據本協定的條款或根據芝加哥公約可能考慮的統一的條件，締約任何一方不得單方面限制締約另一方指定空運企業的運營。

三、締約任何一方不得允許其指定的一家或多家空運企業與任何其他的一家或多家空運企業聯手或不聯手，以某種方式濫用市場力量，嚴重削弱了或很可能或有意等同嚴重削弱某一競爭對手或將某競爭對手排除在某航線之外。

第七條 運價

一、就本協定而言，運價一詞指為運輸旅客、行李及貨物而收取的價格，以及適用該價格的條件，包括給予代理人及其他輔助服務的價格及條件，但不包括運輸郵件的報酬或條件。

二、締約各方應允許各指定空運企業以市場的商業考慮為基礎制訂航班運價。締約各方不得要求其空運企業就本協定所包括的航班收取的或建議收取的運價與其他空運企業進行協商。

三、締約各方可要求其自己指定的一家或多家空運企業通知或提交將收取的任何運價。締約各方不得要求締約另一方的一家或多家指定空運企業通知或提交將收取的任何運價。運價可持續有效，除非此後根據下述第五或第六款未予批准。

四、締約雙方的干預應限於：

一）保護消費者免受於濫用市場力量的過份的價格；

二）防止由於該等運價的實施構成的反競爭行為造成的或很可能造成或明顯有意造成等同於妨礙、限制或扭曲競爭或將某競爭對手排除出該航線之外的情況發生。

五、締約各方可以單方面駁回其自己指定空運企業任何提交的或收取的運價。但此種干預僅應在該收取的或建議收取的運價在該締約方航空當局看來符合上述第四款所訂的標準之一。

六、締約任何一方不得採取單方面行動妨礙締約另一方空運企業的某項收取或建議收取的運價生效或繼續有效。如締約一方認為任何此類運價與上述第四款的考慮不一致，可要求協商並將其不滿意的理由通知締約對方。此協商應在收到要求之後十四天之內進行。如雙方未達成協議，該項運價應生效或繼續有效。

七、儘管有上述第三、五及第六款，締約任何一方不得要求提交締約雙方地區之間貨運的運價。此運價由有關空運企業作出決定後即生效。

第八條 關稅

一、締約一方指定的一家或多家空運企業經營國際航班的飛機應按下列各項免除所有海關關稅、消費稅和類似收費：

一）締約一方指定空運企業運入締約另一方地區的以下物品：

1. 修理、維護和保養設備及其部件；

2. 旅客服務設備及其部件；

3. 貨物裝載設備及其部件；

4. 保安設備包括組裝保安設備的部件；

5. 教學材料和訓練輔助用品；

6. 空運企業和經營人文件；以及

二）締約一方指定空運企業運入締約另一方地區或在締約另一方地區內向締約一方指定空運企業供應的以下物品：

1. 無論是運入或在締約另一方地區內裝上飛機的機上供應品（包括但不限於諸如食品、飲料和煙草等物品）；

2. 燃油、潤滑油和消耗性技術供應品；

3. 零備件包括發動機；以及

三）締約一方指定空運企業為協助下列一項或多項事項而運入締約另一方地區的計算機設備及其部件：

1.修理、維護或保養飛機；

2.在機場或機上提供旅客服務；

3.飛機裝載及卸下貨物；

4.對旅客或貨物實施保安檢查；

條件是每次該物品均為有關指定空運企業為建立或維持國際航班而在機上使用或在國際機場範圍內使用。

二、免除關稅、消費稅和類似收費不應延伸於在締約另一方地區內以向締約一方一家或多家指定空運企業提供的以成本為基礎的服務收費。

三、本條第一款所述的設備和供應品可被要求置於有關當局監管或控制之下。

四、在締約一方指定的一家或多家空運企業在締約另一方地區內已與另一家或多家空運企業就租用或移交本條第一款所規定各項物品作出安排的情況下，本條規定的免除辦法亦適用，但該另一家或多家空運企業須同樣享有該締約另一方的此項免除。

第九條 航空保安

一、確保民用飛機、其旅客和機組人員安全作為國際航班運營的基本前提，締約雙方重申為保護民用航空安全免遭非法干擾行為而相互承擔的義務構成本協定不可分割的組成部分。締約各方應特別遵守芝加哥公約中的航空保安條款，一九六三年九月十四日在東京簽訂的關於在航空器內犯罪和犯有某些其他行為的公約、一九七零年十二月十六日在海牙簽訂的關於制止非法劫持航空器的公約、一九七一年九月二十三日在蒙特利爾簽訂的關於制止危害民用航空安全的非法行為的公約，以及對締約雙方均具約束力的任何其他指導民航保安的協議。

二、締約雙方應根據請求相互提供一切必要的協助，以防止非法劫持民用飛機和其他危及該等飛機、其旅客和機組、機場和導航設施安全的非法行為，以及危及民航安全的任何其他威脅。

三、締約雙方在其相互關係中，應遵守航空保安標準，以及在對於締約雙方均適用的情況下，遵守國際民航組織所制定的並指定為一九四四年十二月七日在芝加哥開放簽字的國際民用航空公約附件的建議措施。締約雙方須要求，在其地區內註冊的飛機經營人或以其所在地區為主要經營地或永久駐地的飛機經營人，及其地區內的機場經營人遵守該航空保安規定。本款中所指的航空保安標準包括有關締約方通告的任何差異。締約各方應提前將其通告任何差異的意向通知締約對方。

四、締約各方應確保在其地區內採取有效措施保護飛機，在登機和裝機前或裝機時，對旅客及其手提物品實行透視檢查，對機組、貨物（包括裝貨艙的行李）及機上供應品實施適當的檢查，並對上述措施加以調整以對付威脅的增加。締約各方同意其空運企業可能被要求遵守第三款中提及的締約另一方要求的關於入境、出境或在締約另一方地區內的航空保安規定。同時締約各方對締約另一方為對付某項特定的威脅採取合理的特別保安措施的任何要求，亦應採取有利行動。

五、當發生非法劫持民用飛機的事件或威脅，或其他針對該飛機、其旅客和機組、機場或航空導航設施安全的非法行為時，締約雙方須互相協助，提供聯繫的便利及採取其它適當措施，以便迅速及以最低的生命危險終止該事件或其威脅。

第十條 提供統計

締約一方航空當局應根據締約另一方航空當局的請求，向其提供合理需要的某時期的統計或其他統計報表，以便確定本條前述締約方指定空運企業在協議航班上運輸的業務量。

第十一條 收入的匯出

締約各方指定空運企業有權根據要求，將其在當地的收入扣除當地支出後的餘額兌換並匯回所選擇的地點。兌換及匯出應允許及時，無限制，以提出該收入兌換及匯款要求時適用於當時交易的有效匯率進行，並且不得收取除銀行為辦理該等兌換及匯款所正常收取的費用以外的任何費用。

第十二條 空運企業代表處

締約各方指定空運企業有權：

一）根據締約另一方關於入境、居留和就業的法律和規定，在締約另一方地區派駐和保留該空運企業認為合理需要的其自己為提供航班所需的管理、技術、經營和其他專業人員。

二）使用在締約另一方地區內經營的任何組織，公司或空運企業的服務及人員。

三）在締約另一方地區內直接或通過其代理人或其指定的其他中介從事航空運輸銷售及市場活動以及相關服務。各空運企業有權銷售此種運輸，任何人可選擇以當地貨幣或任何可自由兌換貨幣購買該運輸。

四）在締約對方地區內建立辦事處。

第十三條 用戶費

一、締約任何一方不得向締約對方的一家或多家指定空運企業徵收或允許徵收高於向其自己的經營類似國際航班的空運企業所徵收的用戶費。

二、締約各方應鼓勵其主管收費當局與使用該等收費當局提供的設施的空運企業，在可行的情況下透過空運企業的代表組織就用戶費進行協商。倘有任何更改空運企業用戶費的建議，應合理預先通知用戶，以便他們在更改之前表達意見。締約各方還應鼓勵其主管收費當局與空運企業就用戶費事宜交換相關的資料。

第十四條 安全

一、締約一方可以就締約另一方在機組、飛機及其經營的任何相關方面所採用的安全標準問題隨時要求進行協商。此協商應在該要求提出之後的三十天內進行。

二、如在此種協商之後，締約一方發現締約另一方在上述任何方面未能有效地保持和實施至少相當於當時根據芝加哥公約制定的最低的安全標準，締約一方應將此等發現及認為達到該等最低標準必要的步驟通知締約另一方，締約另一方應採取適當的行動予以糾正。如締約另一方未能在十五天內或可能同意的更長期間內採取適當行動，將有理由實施本協定第五條（撤銷或暫停經營許可）第一款。

三、儘管有芝加哥公約第三十三條提及的義務，雙方同意締約一方一家或多家空運企業經營的，或根據租賃安排而代其經營的來往於締約另一方地區的任何飛機，在締約另一方地區內時，須服從締約另一方獲授權的代表對機上及飛機周身進行的檢查，以查驗隨機文件及機組人員證件是否有效以及飛機及其設備的表面狀況（本條中稱為“停機坪檢查”），只要此種檢查不會導致不合理的延誤。

四、如果任何上述停機坪檢查或一系列的停機坪檢查結果：

一）對某架飛機或某架飛機的運行不符合根據芝加哥公約屆時所制定的最低標準產生嚴重關切；或

二）對缺少有效保持和實施根據芝加哥公約屆時所制定的安全標準產生嚴重關切；

為貫徹芝加哥公約第三十三條，執行檢查的締約方可自行作出結論，即對該架飛機或該架飛機的機組人員的證照的頒發或核准有效的要求或對該架飛機運營的要求，沒有達到或高於根據芝加哥公約制定的最低標準。

五、如果根據本協定第三款對締約一方一家或多家空運企業經營的某架飛機實行的停機坪檢查遭到該一家或多家空運企業代表的拒絕，締約另一方可自行推論，即存在上述第四款提及的嚴重關切，並得出該款提及的結論。

六、如果締約一方不論由於一次停機坪檢查，或一系列停機坪檢查，或一次拒絕停機坪檢查、協商或其他原因而得出結論，即為空運企業的運行安全必須採取緊急行動，締約各方保留立即暫停或改變該一家或多家空運企業的經營授權的權利。

七、締約一方根據本協定第二款或第六款所採取行動的依據一旦不復存在，則應停止任何行動。

第十五條 協商

締約一方可隨時要求就本協定的實施、解釋、適用或修改或本協定的遵守情況進行協商。此協商可以在雙方航空當局之間進行，除非締約雙方另有協議，協商應在締約另一方收到書面要求之日起六十天之內開始。

第十六條 解決爭議

一、如果締約雙方就本協定的解釋或適用發生任何爭議，締約雙方首先應設法通過談判解決。

二、如果締約雙方未能通過談判解決爭議，它們可以將該項爭議提交雙方同意的人士或機構處理，或在締約任何一方的要求下，提交一個由三名仲裁員組成的仲裁庭裁決，仲裁庭的組成方式如下：

（一）在接獲仲裁要求三十天內，締約各方應委任一名仲裁員。在委任第二名仲裁員後六十天之內，經兩名仲裁員協議委任一名在該項爭議中可視為中立國家的國民為第三名仲裁員，該仲裁員應出任仲裁庭的主席。

（二）若在上述規定的期限內未能委任任何仲裁員，締約任何一方可以要求國際民航組織理事會主席在三十天內作必要的委任。如該主席認為由於他是某一國家的國民，而此國家在爭議中不能視為中立，仲裁員便由沒有因上述理由失去資格的最資深副主席委任。

三、除非如本條下文所述或締約雙方另有協議，仲裁庭將確定其權限範圍和制訂自己的程序。在仲裁庭完全組成之後三十天之內，應根據仲裁庭發出的指令或締約任何一方提出請求，舉行確定仲裁的確切事項和須遵循的具體程序的會議。

四、除非締約雙方另有協議或仲裁庭另有規定，締約各方必須在仲裁庭完全組成之後四十五天內提交一份備忘錄。答覆期限為此後六十天。在答覆期滿後三十天之內，仲裁庭應按締約任何一方的請求，或自行決定舉行聽證會。

五、仲裁庭應力爭在聽證會結束之後三十天內，或如果未舉行聽證會，在兩份答覆都已提交之日後的三十天內，作出書面裁決。裁決按多數票作出。

六、締約雙方可以在收到裁決之後十五天內提出澄清裁決的要求，此種澄清應在收到此種要求之日十五天內作出。

七、仲裁庭的裁決對締約雙方均具約束力。

八、締約各方應承擔其委任仲裁員的費用。仲裁庭的其他費用，包括國際民航組織理事會主席或副主席在執行本條第二款第二段程序時所產生的任何費用由締約雙方平均分攤。

第十七條 修改

一、締約雙方所達成的對本協定的任何修改應在締約雙方經適當途徑換函確認後生效。

二、對於本協定附件的修改可在締約雙方航空當局之間直接商定。此修改應自上述當局達成協議當日起臨時適用，並在經適當途徑換函確認後生效。

第十八條 終止

締約任何一方可以隨時以書面通知締約另一方其終止本協定的決定。本協定自締約另一方收到通知之日第一個週年前的午夜（在通知接收地）終止，除非在此日期結束之前協議撤回該通知。

第十九條 向國際民航組織登記

本協定和對本協定所作的任何修改須向國際民航組織登記。

第二十條 生效

本協定自締約雙方相互書面通知業已完成必要的程序之日起即行生效。

下列代表，經其各自政府正式授權，已在本協定上簽字。

本協定於二零零四年一月十九日在倫敦簽訂，一式兩份，每份用中文、葡萄牙文和英文寫成，所有文本同等作準。

中華人民共和國澳門特別 行政區政府代表	大不列顛及北愛爾蘭聯合王國 政府代表
運輸工務司司長 歐文龍	外交及聯邦事務國務大臣 歐柏文

航 線 表

第一部分

澳門特別行政區指定的一家或多家空運企業經營的航線：

澳門——中間點——聯合王國內地點——以遠點

註：

1. 任何航班可以不降停中間點或以遠點，條件是航班自澳門始發或終止。

2. 不得在中間點搭載業務至聯合王國地區內，或自聯合王國地區內搭載業務至以遠點，回程亦然，除非由締約雙方航空當局隨時共同確定。此項限制也適用於所有形式的中途經停權。

3. 中國內地地點、台灣以及香港不得作為中間點或以遠點。

第二部分

聯合王國指定的一家或多家空運企業經營的航線：

聯合王國內地點——中間點——澳門——以遠點

註：

1. 任何航班可以不降停中間點或以遠點，條件是航班自聯合王國內始發或終止。

2. 不得在中間點搭載業務至澳門，或自澳門搭載業務至以遠點，回程亦然，除非由締約雙方航空當局隨時共同確定。此項限制也適用於所有形式的中途經停權。

3. 中國內地地點、台灣以及香港不得作為中間點或以遠點。

AGREEMENT BETWEEN THE GOVERNMENT OF THE MACAO SPECIAL ADMINISTRATIVE REGION OF THE PEOPLE’S REPUBLIC OF CHINA AND THE GOVERNMENT OF THE UNITED KINGDOM OF GREAT BRITAIN AND NORTHERN IRELAND CONCERNING AIR SERVICES

The Government of the Macao Special Administrative Region of the People’s Republic of China (“the Macao Special Administrative Region”) and the Government of the United Kingdom of Great Britain and Northern Ireland the former having been duly authorized to conclude this Agreement by the Central People’s Government of the People’s Republic of China;

Desiring to conclude an Agreement for the purpose of providing the framework for air services between the Macao Special Administrative Region and the United Kingdom of Great Britain and Northern Ireland,

Have agreed as follows:

Article 1 Definitions

For the purpose of this Agreement, unless the context otherwise requires:

a) The term “the Chicago Convention” means the Convention on International Civil Aviation, opened for signature at Chicago on 7 December 1944 and includes: (i) any amendment thereof which is applicable to both Contracting Parties; and (ii) any Annex or any amendment thereto adopted under Article 90 of that Convention, insofar as such amendment or annex is at any given time effective for both Contracting Parties;

b) The term “aeronautical authority” means in the case of the Macao Special Administrative Region, the Civil Aviation Authority, and in the case of the United Kingdom, the Secretary of State for Transport, for the purpose of Article 7, the Civil Aviation Authority, or, in both cases, any person or body who may be authorized to perform any functions at present exercisable by the above-mentioned authority or similar functions;

c) The term “designated airline” means an airline which has been designated and authorized in accordance with Article 4 of this Agreement;

d) The term “area” in relation to the Macao Special Administrative Region includes the Macao Peninsula and the Taipa and Coloane Islands and in relation to the United Kingdom of Great Britain and Northern Ireland has the meaning assigned to “Territory” in Article 2 of the Chicago Convention;

e) The term “Air Services”, “International Air Services”, “Airline” and “stop for non-traffic purposes” have the meanings respectively assigned to them in Article 96 of the said Convention;

f) The term “user charge” means a charge made to airlines by the competent authorities or permitted by them to be made for the provision of airport property or facilities or of air navigation facilities including facilities for overflights, including related services and facilities, for aircraft, their crews, passengers and cargo;

g) The term “this Agreement” includes the Annex hereto and any amendments to it or to this Agreement;

h) The term “laws and regulations” of a Contracting Party means the laws and regulations at any time in force in the area of that Contracting Party;

i) The term “Air Operator’s Certificate” means a document issued to an airline by the aeronautical authorities of a Contracting Party which affirms that the airline in question has the professional ability and organization to secure the safe operation of aircraft for the aviation activities specified in the certificate.

Article 2 Applicability of the Chicago Convention

The provisions of this Agreement shall be subject to and the Contracting Parties shall act in conformity with the provisions of the Chicago Convention insofar as those provisions are applicable to international air services.

Article 3 Grant of Rights

1. Each Contracting Party grants to the other Contracting Party the following rights in respect of its international air services:

a) The right to fly across its area without landing;

b) The right to make stops in its area for non-traffic purposes.

2. Each Contracting Party grants to the other Contracting Party the rights hereinafter specified in this Agreement for the purpose of operating international air services on the routes specified in the appropriate Section of the schedule annexed to this Agreement. Such services and routes are hereinafter called “the agreed services” and the “specified routes” respectively. While operating an agreed service on a specified route, the airlines designated by each Contracting Party shall enjoy in addition to the rights specified in paragraph 1 of this Article the right to make stops in the area of the other Contracting Party at the points specified for that route in the Schedule to this Agreement for the purpose of taking on board or discharging passengers, baggage and cargo, including mail.

3. Nothing in paragraph 2 of this Article shall be deemed to confer on the designated airline or airlines of one Contracting Party the right to take on board, in the area of the other Contracting Party, passengers and cargo, including mail, carried for hire or reward and destined for another point in the area of the other Contracting Party.

4. If because of armed conflict, political disturbances or developments, or special and unusual circumstances, a designated airline of one Contracting Party is unable to operate a service on its normal routeing, the other Contracting Party shall use its best efforts to facilitate the continued operation of such service through appropriate temporary rearrangements of routes.

Article 4 Designation and Authorization of Airlines

1. Each Contracting Party shall have the right to designate in writing to the other Contracting Party one or more airlines for the purpose of operating the agreed services on the specified routes and to withdraw or alter such designations.

2. On receipt of such a designation the other Contracting Party shall, subject to the provisions of paragraphs 3 and 4 of this Article, without delay grant to the airline or airlines designated the appropriate operating authorizations.

3. The aeronautical authorities of one Contracting Party may require an airline designated by the other Contracting Party to satisfy them that it is qualified to fulfill the conditions prescribed under the laws and regulations normally and reasonably applied to the operation of international air services by such authorities in conformity with the provisions of the Chicago Convention.

4. a) The Government of the Macao Special Administrative Region may refuse to grant the operating authorizations referred to in paragraph 2 of this Article, or impose such conditions as it may deem necessary on the exercise by an airline designated by the aeronautical authority of the United Kingdom of Great Britain and Northern Ireland of the rights specified in paragraph 2 of Article 3 of this Agreement, in any case where the Government of the Macao Special Administrative Region is not satisfied that:

i) the airline is established in the territory of the United Kingdom of Great Britain and Northern Ireland under the Treaty establishing the European Community and has received an Operating Licence in accordance with European Community law; and

ii) effective regulatory control of the airline is exercised and maintained by the European Community Member State responsible for issuing its Air Operators Certificate and the relevant aeronautical authority is clearly identified in the designation.

b) The Government of the United Kingdom of Great Britain and Northern Ireland may refuse to grant the operating authorizations referred to in paragraph 2 of this Article, or impose such conditions as it may deem necessary on the exercise by an airline designated by the aeronautical authority of the Macao Special Administrative Region of the rights specified in paragraph 2 of Article 3 of this Agreement, in any case where the Government of the United Kingdom of Great Britain and Northern Ireland is not satisfied that the airline:

i) is incorporated and has its principal place of business in the area of the Macao Special Administrative Region; and

ii) holds a current Air Operator’s Certificate issued by the aeronautical authority of the Macao Special Administrative Region.

5. When an airline has been so designated and authorized it may begin to operate the agreed services, provided that the airline complies with the applicable provisions of this Agreement.

Article 5 Revocation or Suspension of Operating Authorization

1. Each Contracting Party shall have the right to revoke or suspend an operating authorization or to suspend the exercise of the rights specified in paragraph 2 of Article 3 of this Agreement by an airline designated by the other Contracting Party, or to impose such conditions as it may deem necessary on the exercise of those rights:

a) In any case where a Contracting Party may refuse to grant operating authorizations pursuant to paragraph 4 of Article 4 of this Agreement; or

b) In the case of failure by that airline to comply with the laws and regulations normally and reasonably applied by the Contracting Party granting those rights; or

c) If that airline otherwise fails to operate in accordance with the conditions prescribed under this Agreement; or

d) In the case of failure by the other Contracting Party to take appropriate action to improve safety in accordance with paragraph 2 of Article 14 (Safety); or

e) In accordance with paragraph 6 of Article 14 (Safety).

2. Unless immediate revocation or suspension of operating authorization or suspension of the exercise of the rights mentioned in paragraph 1 of this Article or imposition of conditions therein is essential to prevent further infringements of laws and regulations, such right shall be exercised only after consultation with the other Contracting Party.

Article 6 Principles Governing Operation of Agreed Services

1. There shall be fair and equal opportunity for the designated airlines of both Contracting Parties to compete in operating the agreed services on the specified routes.

2. Each Contracting Party shall allow each designated airline to determine the frequency and capacity of the international air transport it offers, according to commercial and market-based considerations. Neither Contracting Party shall unilaterally restrict the operations of the designated airlines of the other, except according to the terms of this Agreement or by such uniform conditions as may be contemplated by the Chicago Convention.

3. Neither Contracting Party shall allow its designated airline or airlines, either in conjunction with any other airline or airlines or separately, to abuse market power in a way which has or is likely or intended to have the effect of severely weakening a competitor or excluding a competitor from a route.

Article 7 Tariffs

1. For the purposes of this Agreement the term tariff means the prices to be paid for the carriage of passengers, baggage and freight and the conditions under which those prices apply, including prices and conditions for agency and other auxiliary services, but excluding remuneration or conditions for the carriage of mail.

2. Each Contracting Party shall allow tariffs for air services to be established by each designated airline based upon commercial considerations in the market place. Neither Contracting Party shall require their airlines to consult other airlines about the tariffs they charge or propose to charge for services covered by these arrangements.

3. Each Contracting Party may require notification or filing of any tariff to be charged by its own designated airline or airlines. Neither Contracting Party shall require notification or filing of any tariffs to be charged by the designated airline or airlines of the other Contracting Party. Tariffs may remain in effect unless subsequently disapproved under paragraphs 5 or 6 below.

4. Intervention by the Contracting Parties shall be limited to:

a) the protection of consumers from tariffs that are excessive due to the abuse of market power;

b) the prevention of tariffs whose application constitutes anti-competitive behaviour which has or is likely to have or is explicitly intended to have the effect of preventing, restricting or distorting competition or excluding a competitor from the route.

5. Each Contracting Party may unilaterally disallow any tariff filed or charged by one of its own designated airlines. However, such intervention shall be made only if it appears to the aeronautical authority of that Contracting Party that a tariff charged or proposed to be charged meets either of the criteria set out in paragraph 4 above.

6. Neither Contracting Party shall take unilateral action to prevent the coming into effect or continuation of a tariff charged or proposed to be charged by an airline of the other Contracting Party. If one Contracting Party believes that any such tariff is inconsistent with the considerations set out in paragraph 4 above, it may request consultations and notify the other Contracting Party of the reasons for its dissatisfaction. These consultations shall be held not later than 14 days after receipt of the request. Without a mutual agreement the tariff shall take effect or continue in effect.

7. Notwithstanding paragraphs 3, 5 and 6 above, neither Contracting Party shall require the filing of tariffs for the carriage of cargo between the areas of both Contracting Parties. Such tariffs shall take effect when the airline concerned so decides.

Article 8 Customs Duties

1. Aircraft operated in international air services by the designated airline or airlines of either Contracting Party shall be relieved from all customs duties, excise taxes and similar fees, as shall:

a) The following items introduced by a designated airline of one Contracting Party into the area of the other Contracting Party:

i) repair, maintenance and servicing equipment and component parts;

ii) passenger handling equipment and component parts;

iii) cargo-loading equipment and component parts;

iv) security equipment including component parts for incorporation into security equipment;

v) instructional material and training aids;

vi) airline and operators’ documents; and

b) The following items introduced by a designated airline of one Contracting Party into the area of the other Contracting Party or supplied to a designated airline of one Contracting Party in the area of the other Contracting Party:

i) aircraft stores (including but not limited to such items as food, beverages and tobacco) whether introduced into or taken on board in the area of the other Contracting party;

ii) fuel, lubricants and consumable technical supplies;

iii) spare parts including engines; and

c) Computer equipment and component parts introduced by a designated airline of one Contracting Party into the area of the other Contracting Party to assist in one or more of the following matters:

i) the repair, maintenance or servicing of aircraft;

ii) the handling of passengers at the airport or on board aircraft;

iii) the loading of cargo onto or the unloading of cargo from aircraft;

iv) the carrying out of security checks on passengers or cargo;

provided in each case that they are for use on board an aircraft or within the limits of an international airport in connection with the establishment or maintenance of an international air service by the designated airline concerned.

2. The relief from customs duties, excise taxes and similar fees shall not extend to charges based on the cost of services provided to the designated airline or airlines of a Contracting Party in the area of the other Contracting Party.

3. Equipment and supplies refered to in paragraph 1 of this Article may be required to be kept under the supervision or control of the appropriate authorities.

4. The reliefs provided for by this Article shall also be available in situations where the designated airline or airlines of one Contracting Party have entered into arrangements with another airline or airlines for the loan or transfer in the area of the other Contracting Party of the items specified in paragraph 1 of this Article, provided such other airline or airlines similarly enjoy such reliefs from such other Contracting Party.

Article 9 Aviation Security

1. The assurance of safety for civil aircraft, their passengers and crew being a fundamental pre-condition for the operation of international air services, the Contracting Parties reaffirm that their obligations to each other to protect the security of civil aviation against unlawful interference form an integral part of this agreement. Each Contracting Party shall in particular act in conformity with the aviation security provisions of the Chicago Convention, the Convention on Offences and Certain Other Acts Committed on Board Aircraft, signed at Tokyo on 14 September 1963, the Convention for the Suppression of Unlawful Seizure of Aircraft, signed at The Hague on 16 December 1970, the Convention for the Suppression of Unlawful Acts Against the Safety of Civil Aviation, signed at Montreal on 23 September 1971 and any other agreement governing civil aviation security binding upon both Contracting Parties.

2. The Contracting Parties shall provide upon request all necessary assistance to each other to prevent acts of unlawful seizure of civil aircraft and other unlawful acts against the safety of such aircraft, their passengers and crew, airports, and air navigation facilities and any other threat to the security of civil aviation.

3. The Contracting Parties shall, in their mutual relations, act in conformity with the aviation security Standards and, so far as they are applied by them, the Recommended Practices established by the International Civil Aviation Organization designated as Annexes to the Convention on International Civil Aviation opened for signature at Chicago on 7 December 1944. They shall require that operators of aircraft of their registry or operators of aircraft having their principal place of business or permanent residents in their area, and the operators of airports in their area, act in conformity with such aviation security provisions. In this paragraph the reference to aviation security Standards includes any difference notified by the Contracting Party concerned. Each Contracting Party shall give advance information to the other of its intention to notify any difference.

4. Each Contracting Party shall ensure that effective measures are taken within its area to protect aircraft, to screen passengers and their carry-on items, and to carry out appropriate checks on crew, cargo (including hold baggage) and aircraft stores prior to and during boarding or loading and that those measures are adjusted to meet increases in the threat. Each Contracting Party agrees that their airlines may be required to observe the aviation security provisions referred to in paragraph 3 required by the other Contracting Party, for entrance into, departure from, or while within, the area of that other Contracting Party. Each Contracting Party shall also act favourably upon any request from the other Contracting Party for reasonable special security measures to meet a particular threat.

5. When an incident or threat of an incident of unlawful seizure of civil aircraft or other unlawful acts against the safety of such aircraft, their passengers and crew, airports or air navigation facilities occurs, the Contracting Parties shall assist each other by facilitating communications and other appropriate measures intended to terminate as rapidly as possible commensurate with minimum risk to life such incident or threat.

Article 10 Provision of Statistics

The aeronautical authorities of a Contracting Party shall supply to the aeronautical authorities of the other Contracting Party at their request such periodic or other statements of statistics as may be reasonably required to determine the amount of traffic carried on the agreed services by the designated airlines of the Contracting Party referred to first in this Article.

Article 11 Transfer of Earnings

The designated airlines of the Contracting Parties shall have the right to convert and remit to the place of their choice on demand local revenues in excess of sums locally disbursed. Prompt conversion and remittance shall be permitted without restrictions at the rate of exchange applicable to current transactions which is in effect at the time such revenues are presented for conversion and remittance and shall not be subject to any charges except those normally made by banks for carrying out such conversion and remittance.

Article 12 Airline Representation

The designated airlines of each Contracting Party shall have the right to:

a) in accordance with the laws and regulations relating to entry, residence and employment of the other Contracting Party, bring in and maintain in the area of the other Contracting Party those of their own managerial, technical, operational and other specialist staff which the airline reasonably considers necessary for the provision of air services;

b) use the services and personnel of any other organization, company or airline operating in the area of the other Contracting Party;

c) engage in the sale and marketing of air transportation and related services in the area of the other Contracting Party either directly and through its agents or other intermediaries appointed by the airline. Each airline shall have the right to sell such transportation, and any person shall be free to purchase such transportation, in local currency or in any freely convertible currency;

d) establish offices in the area of the other Contracting Party.

Article 13 User Charges

1. Neither Contracting Party shall impose or permit to be imposed on the designated airline or airlines of the other Contracting Party user charges higher than those imposed on its own airlines operating similar international air services.

2. Each Contracting Party shall encourage consultation on user charges between its competent charging authorities and airlines using the services and facilities provided by those charging authorities, where practicable through the airlines representative organizations. Reasonable notice should be given to users of any proposals for changes in user charges to enable them to express their views before changes are made. Each Contracting Party shall further encourage the competent charging authorities and airlines to exchange appropriate information concerning user charges.

Article 14 Safety

1. Each Contracting Party may request consultations at any time concerning safety standards in any area relating to aircrews, aircraft or their operation adopted by the other Contracting Party. Such consultations shall take place within 30 days of that request.

2. If, following such consultations, one Contracting Party finds that the other Contracting Party does not effectively maintain and administer safety standards in any such area that are at least equal to the minimum standards established at that time pursuant to the Chicago Convention, the first Contracting Party shall notify the other Contracting Party of those findings and the steps considered necessary to conform with those minimum standards, and the other Contracting Party shall take appropriate corrective action. Failure by the other Contracting Party to take appropriate action within 15 days or such longer period as may be agreed, shall be grounds for the application of paragraph 1 of Article 5 of this Agreement (Revocation or Suspension of Operating Authorization).

3. Notwithstanding the obligations mentioned in Article 33 of the Chicago Convention it is agreed that any aircraft operated by or, under a lease arrangement, on behalf of the airline or airlines of one Contracting Party on services to or from the area of the other Contracting Party may, while within the area of the other Contracting Party, be made the subject of an examination by the authorized representatives of the other Contracting Party, on board and around the aircraft to check both the validity of the aircraft documents and those of its crew and the apparent condition of the aircraft and its equipment (in this Article called “ramp inspection”), provided this does not lead to unreasonable delay.

4. If any such ramp inspection or series of ramp inspections gives rise to:

a) Serious concerns that an aircraft or the operation of an aircraft does not comply with the minimum standards established at that time pursuant to the Chicago Convention; or

b) Serious concerns that there is a lack of effective maintenance and administration of safety standards established at that time pursuant to the Chicago Convention;

the Contracting Party carrying out the inspection shall, for the purposes of Article 33 of the Chicago Convention, be free to conclude that the requirements under which the certificate or licences in respect of that aircraft or in respect of the crew of that aircraft had been issued or rendered valid or that the requirements under which that aircraft is operated are not equal to or above the minimum standards established pursuant to the Chicago Convention.

5. In the event that access for the purpose of undertaking a ramp inspection of an aircraft operated by the airline or airlines of one Contracting Party in accordance with paragraph 3 of this Article is denied by a representative of that airline or airlines, the other Contracting Party shall be free to infer that serious concerns of the type referred to in paragraph 4 of this Article arise and draw the conclusions referred in that paragraph.

6. Each Contracting Party reserves the right to suspend or vary the operating authorization of an airline or airlines of the other Contracting Party immediately in the event the first Contracting Party concludes, whether as a result of a ramp inspection, a series of ramp inspections, a denial of access for ramp inspection, consultation or otherwise, that immediate action is essential to the safety of an airline operation.

7. Any action by one Contracting Party in accordance with paragraphs 2 or 6 of this Article shall be discontinued once the basis for the taking of that action ceases to exist.

Article 15 Consultation

Either Contracting Party may at any time request consultations on the implementation, interpretation, application or amendment of this Agreement or compliance with this Agreement. Such consultation, which may be between aeronautical authorities, shall begin within a period of 60 days from the date the other Contracting Party receives a written request, unless otherwise agreed by the Contracting Parties.

Article 16 Settlement of Disputes

1. If any dispute arises between the Contracting Parties relating to the interpretation or application of this Agreement, the Contracting Parties shall in the first place try to settle it by negotiation.

2. If the Contracting Parties fail to reach a settlement of the dispute by negotiation, it may be referred by them to such person or body as they may agree on or, at the request of either Contracting Party, shall be submitted for decision to a tribunal of three arbitrators which shall be constituted in the following manner:

a) Within 30 days after receipt of a request for arbitration, each Contracting Party shall appoint one arbitrator. A national of a State which can be regarded as neutral in relation to the dispute, who shall act as President of the tribunal, shall be appointed as the third arbitrator by agreement between the two arbitrators, within 60 days of the appointment of the second;

b) If within the time limits specified above any appointment has not been made, either Contracting Party may request the President of the Council of the International Civil Aviation Organization to make the necessary appointment within 30 days. If the President considers that he is a national of a State which cannot be regarded as neutral in relation to the dispute, the most senior Vice President who is not disqualified on that ground shall make the appointment.

3. Except as hereinafter provided in this Article or as otherwise agreed by the Contracting Parties, the tribunal shall determine the limits of its jurisdiction and establish its own procedure. At the direction of the tribunal, or at the request of either of the Contracting Parties, a conference to determine the precise issues to be arbitrated and the specific procedures to be followed shall be held not later than 30 days after the tribunal is fully constituted.

4. Except as otherwise agreed by the Contracting Parties or prescribed by the tribunal, each Contracting Party shall submit a memorandum within 45 days after the tribunal is fully constituted. Replies shall be due 60 days later. The tribunal shall hold a hearing at the request of either Contracting Party, or at its discretion, within 30 days after replies are due.

5. The tribunal shall attempt to give written decision within 30 days after completion of the hearing or, if no hearing is held, 30 days after the date both replies are submitted. The decision shall be taken by a majority vote.

6. The Contracting Parties may submit requests for clarification of the decision within 15 days after it is received and such clarification shall be issued within 15 days of such request.

7. The decision of the tribunal shall be binding on the Contracting Parties.

8. Each Contracting Party shall bear the cost of the arbitrator appointed by it. The other costs of the tribunal shall be shared equally by the Contracting Parties including any expenses incurred by the President or Vice President of the Council of the International Civil Aviation Organization implementing the procedures in paragraph 2. b) of this Article.

Article 17 Amendment

1. Any amendments to this Agreement agreed by the Contracting Parties shall come into effect when confirmed by an exchange of correspondence through the appropriate channels.

2. Amendments to the Annex of this Agreement may be agreed directly between the aeronautical authorities of the Contracting Parties. Such amendments shall be applied provisionally from the date they have been agreed upon by the said authorities and enter into force when confirmed by an exchange of correspondence through the appropriate channels.

Article 18 Termination

Either Contracting Party may at any time give notice in writing to the other Contracting Party its decision to terminate this Agreement. This Agreement shall terminate at midnight (at the place of receipt of the notice) immediately before the first anniversary of the date of the receipt of such notice by the other Contracting Party, unless the notice is withdrawn by agreement before the end of this period.

Article 19 Registration with the International Civil Aviation Organization

This Agreement and any amendment thereto shall be communicated to the International Civil Aviation Organization for registration.

Article 20 Entry into Force

This Agreement shall enter into force as soon as the Contracting Parties have given notice in writing to each other that any necessary procedures have been completed.

IN WITNESS WHEREOF the undersigned, being duly authorized by their respective Governments, have signed this Agreement.

Done in duplicate at London this 19th day of January 2004 in the Chinese, Portuguese and English languages. All texts being equally authoritative.

For the Government of the Macao Special Administrative Region of the People’s Republic of China	For the Government of the United Kingdom of Great Britain and Northern Ireland
Ao Man Long	Mike O' Brien
Secretary for Transport and Public Works	Minister of State for Foreign and Commonwealth Affairs

ROUTE SCHEDULE

Section 1

Routes to be operated by the designated airline or airlines of the Macao Special Administrative Region:

Macao — Intermediate Points — Points in the United Kingdom — Points beyond

NOTES:

1. Intermediate points or points beyond may be omitted on any flight provided that the service begins or ends in Macao.

2. No traffic may be picked up at an intermediate point to be set down in the area of the United Kingdom or in the area of the United Kingdom to be set down at a point beyond, and vice versa, except as may from time to time be jointly determined by the aeronautical authorities of the Contracting Parties. This restriction also applies to all forms of stop-over traffic.

3. No points in inland of China, Taiwan and Hong Kong may be served either as intermediate or beyond points.

Section 2

Routes to be operated by the designated airline or airlines of the United Kingdom:

Points in the United Kingdom — Intermediate Points — Macao — Points Beyond

NOTES:

1. Intermediate points or points beyond may be omitted on any flight provided that the service begins or ends in the United Kingdom.

2. No traffic may be picked up at an intermediate point to be set down in Macao or in Macao to be set down at a point beyond, and vice versa, except as may from time to time be jointly determined by the aeronautical authorities of the Contracting Parties. This restriction also applies to all forms of stop-over traffic.

3. No points in inland of China, Taiwan and Hong Kong may be served either as intermediate or beyond points.