4. Chinese airports are not yet real hub platforms for connections, especially between domestic services, representing 85 percent of China's air traffic, and international flights. With our partners China Southern, China Eastern and Xiamen Airlines, we aim to develop more connecting traffic by putting in place a smooth transfer for our customers. It is a process that involves not only airlines and airports, but also customs, immigration and quarantine. There is still much to do in this area, and the development of flight connections also requires an improved situation in terms of punctuality.

5. Indeed, we are aware of the important leadership transition at the end of 2012 and early 2013. In 1966, Air France was the first European airline to serve the People's Republic of China, two years after the establishment of diplomatic relations between the countries. This long history has enabled us to build excellent cooperation with the Chinese authorities, and particularly the Civil Aviation Administration of China. We are confident that we will continue in the same direction. Besides, the 12th Five-Year Plan (2011-15), mapped out by the CAAC in April 2011 with five priorities - namely, continued safety improvements, the development of airport resources and optimization of air-traffic control, traffic growth reaching 450 million passengers in 2015 (an increase of some 13 percent) the emergence of general aviation, and the reduction of energy and carbon dioxide emissions - will ensure continuity in the context of the upcoming change. Air France-KLM counts on joining the effort and contributing to these priorities.

Ulrich Walker

CEO of Daimler, Northeast Asia

1. Indeed, China's economy has slowed down quite a lot. But in my view this is partially caused by the sluggish international demand so that China's exports have decreased dramatically, despite the seasonal rise in September or so. On the other hand, this was the intention of the macroeconomic control measures implemented by the government since the end of last year. What disturbs me is that the economy has declined a littler faster than expected. Nevertheless, I don't expect a hard landing.

On the contrary, I have every reason to believe that China's economy will continue to grow at a relatively rapid pace, but maybe not at 10 percent, as during the past decade. First, the urbanization process is far from finished. The current urban ratio is slightly above 50 percent. If it is going to be 80 percent, China still has to urbanize more than 25 percent of the population at least, something like 300 million people. This will generate higher demand for housing, transportation, household appliances and other items. Second, China's industrialization process is not yet complete. There are still many cities that need to improve their infrastructures, such as building subways and new airports, enlarging railway stations and making the highway networks denser, not to mention new hospitals. This demand will last at least for two decades. Third, as the Chinese government has been doing for a while, the economic restructuring will create new growth momentum and enhance productivity. Here, I see great potential.

In this sense, China will continue to play a major role in the global economy and continue to be the most important engine, as it contributed more than 20 percent of world economic growth in 2011, according to the National Bureau of Statistics.

As for the auto industry, China is extremely important globally. Since 2010, China has been the world's largest automobile market and has become an important pillar of Daimler's worldwide success. It is now the third-largest market for Mercedes-Benz passenger cars and one of the top five markets for Daimler Trucks and Mercedes-Benz vans, thanks to successful localization. Looking further ahead, China will play a big part in Daimler's 2020 strategy for being the No 1 premium auto company in terms of brand, products, unit sales and profitability.