為什么在印度坐飛機(jī)最便宜

India's airline industry is a mess. Taxesare sky-high,infrastructure is poor and profit margins are razorthin. Astring of carriers have gone out of business,and many others are struggling to stay afloat.

印度的航空業(yè)非?；靵y。稅收奇高，基礎(chǔ)設(shè)施落后，利潤(rùn)空間又非常稀薄。已經(jīng)有好多航空公司破產(chǎn)，剩余的好多航空公司艱難生存。

 

 

Yet the big winners might beprice-conscious consumers -- and any carrier strong enough tosurvive the pricewars that have made India the cheapest place to fly on Earth.

然而，最大的贏家可能就是對(duì)價(jià)格保持警覺(jué)的消費(fèi)者了，而那些在價(jià)格戰(zhàn)中生存下來(lái)的航空公司讓印度成為了世界上飛行票價(jià)最低的地方。

Consider this: In India, airlines charge anaverage $10.20 to travel 100 kilometers, according toa survey by Go Euro. Air travelers in China pay twice as much to go thesame distance, andBrazilians pay four times more. Even India's rail lines demand a higher price per kilometer.

考慮一下以下的事實(shí)：在印度，航空公司100公里的收費(fèi)平均是10.2美元，這是GoEuro機(jī)構(gòu)調(diào)查后得出的數(shù)據(jù)。而在中國(guó)，相同的距離可能要付兩倍的價(jià)格，在巴西可能要超過(guò)四倍。即使是印度的鐵路票價(jià)也比機(jī)票來(lái)得昂貴。

The airlines would like to charge more, but they are locked in a race to capture market share --sometimes operating flights at a loss. Even Air India, the state-owned recipient of seeminglyendless bailouts, offers fares that would be more suited to a budget airline.

當(dāng)然，航空公司肯定想提高票價(jià)，但是他們?yōu)榱藸?zhēng)奪市場(chǎng)份額正在進(jìn)行價(jià)格戰(zhàn)，以至于有時(shí)候都虧損了。即使是經(jīng)常接受政府救助的國(guó)有的印度航空公司所提供的票價(jià)都讓人覺(jué)這是一家廉價(jià)航空公司開(kāi)出的票價(jià)。

Helped along by pricing chaos, private carrier Kingfisher Airlines has gone out of business. Thegovernment was forcedlate last year to rescue SpiceJet, the country's third largest carrier.

由于定價(jià)混亂，私人的翠鳥(niǎo)航空公司已經(jīng)倒閉。印度政府去年不得不救助該國(guó)第三大的香料航空公司。

In total, Indian airlines have reported accumulated losses of more than $10 billion in the lastseven years and thereby increased their cumulative debt burden to $16 billion, according to arecent report by industry analytics firm Center for Aviation.

總之，印度航空公司在過(guò)去7年里總共損失了100多億美元，所以他們的累積債務(wù)負(fù)擔(dān)已經(jīng)達(dá)到160億美元，這是行業(yè)分析公司航空中心最近的一份報(bào)告所得出的。

Yet as with many sectors in India, optimismis creeping in around the edges. Funds from foreigninvestors have provided aboost, and analysts hope that newly-elected Prime Minister NarendraModi will push through meaningful reforms.

然而，和印度的很多行業(yè)一樣，印度航空業(yè)開(kāi)始變得樂(lè)觀起來(lái)。外國(guó)投資者的資金提振了印度航空業(yè)，而分析家們也希望新當(dāng)選的莫迪能通過(guò)有意義的改革。

The potential for rapid growth is hard toignore. India's cities are rapidly growing, and middle-class consumers have money to spend on luxuries like air travel.

顯然快速增長(zhǎng)的潛力還是不容忽視的。印度城市在快速發(fā)展，中產(chǎn)階級(jí)有能力進(jìn)行奢侈品消費(fèi)，比如坐飛機(jī)。

Anurag Bhatia, Executive Director of Bird Group, a provider of aviation services to India'sbiggest airports, believe sairlines have a long way to go before tapping the true potential of themarket.

印度最大機(jī)場(chǎng)的航空服務(wù)供應(yīng)商BirdGroup的行政董事AnuragBhatia認(rèn)為在航空市場(chǎng)的潛力得到真正開(kāi)發(fā)之前航空公司還有很長(zhǎng)的路要走。

"There are 25 to 30 million people that use airplanes in India, whereas there are nearly 300million that canactually afford to travel but don't because of unavailability of flights or the lack ofairports," he said.

“印度有2500-3000萬(wàn)人坐飛機(jī)，而有3億人有能力去旅游，但由于航班和機(jī)場(chǎng)的缺乏，導(dǎo)致人們無(wú)法出行，”他說(shuō)。