Abstract

Discussions on problems in higher education in Europe typically focus on rising enrolment rates, access, governance, underperformance in research and teaching, lack of internationalisation, the lack of private and public funding. Our proposals for reform are based on more autonomy for universities, higher tuition fees, more private funding, introduction of income-contingent loans, better governance, more competition and internationalisation. Taking a subsidiarity perspective, the role of the EU in reforming the higher education sector in Europe is providing mutual policy learning opportunities on higher education reforms across Member States and supporting the building of higher education infrastructure in Member States (through the Structural and FP Funds). But beyond the support to Member States policies, the EU should further develop the European dimension, through furthering the goals of the Bologna reforms, cross recognition of qualifications, funding and promoting intra-EU mobility of students, researchers and teachers. The EU should take more initiatives to facilitate global mobility and cooperation. Finally, consistent with the subsidiarity principle, the EU can develop "flagships" initiatives. Document type: Part of book or chapter of book

Abstract

The stepwise liberalisation of the EU internal aviation market resulted in 1993 in an open internal market that generated a series of supply side responses, which are partly comparable with the changes demonstrated in the deregulated US domestic air transport market. However, the starting point was quite different between these two markets. For example, until the deregulation in 1978, US legacy carriers operated a domestic crisscross network whereas the two flag carriers, Pan Am and TWA operated at various US gateways in stand-alone international networks based on the bilateral air service agreements concluded between the US and other states. After the deregulation, domestic major carriers transformed their crisscross domestic networks into radial hub and spoke networks (except the Delta hub at Atlanta that already existed before the deregulation). The domestic hubs in these networks also became the launching platforms for international operations when these domestic major carriers started to use their domestic feed for international operations. All in all, the former domestic major carriers became the new flag carriers in international markets, whereas the former two flag carriers went bankrupt due to the lack of domestic feed in order to adequately compete with these new internationally operating airlines.