3
7. It is important to Hong Kong to have its own separate ASAS.
But it is also very much in the interests of Indonesia
A
as it
is for Hong Kong's other aviation partners since such ASAS will
provide a greater degree of certainty about the continuation of
scheduled services post 30 June 1997. For example, unless
Indonesia has a separate ASA with Hong Kong, its existing air
services rights to and via Hong Kong will lapse on 30 June 1997.
Thereafter any new arrangements will have to be negotiated ab
initio either with Hong Kong acting under specific authorisation
from the Chinese Government or with the latter for routes which
include points in the PRC.
8.
The successful negotiation and conclusion of a Hong
Kong/Indonesia ASA would, therefore, permit longer-term planning
by the designated airlines on both sides and would ensure the
continuation of commercial and economic benefits to both
Indonesia and Hong Kong. This would not, of course, preclude any subsequent changes to the ASA or to an associated confidential
document. The Hong Kong Special Administrative Region Government
will, after 30 June 1997, need specific authorisation from the
Chinese Government to renew or amend its ASAS (but not, however,
merely to permit them to run on). Up to that date, the Hong Kong
Government will require an authorisation from the UK Government
to amend any of its ASAS. But where both parties to the ASA wish
for a balanced adjustment in rights contained in a CMU, it would
be possible for them to negotiate such changes before or after
1997 without reference to either the UK or PRC.
9. The United Kingdom will be pleased to have Indonesia's reaction to its proposal that a separated Hong Kong/Indonesia ASA
should be negotiated.
January 1991
No comments yet.
Private notes are available after approval.