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Modern trends in the development of the air transportation market. Features of the Russian air transportation market

In 2012, the industry continued to move forward from the “national flag aviation” model to building a full-fledged global air transportation system. Aeroflot Group adhered to a similar development vector - from the national carrier model to the status of one of the key players in the international market. The strategic goals of the airline to build a global route network, implement the capabilities of the main hub in Sheremetyevo, expand cooperation with alliance partners and other airlines reflected the main trends in the aviation market in the past year.

Today the industry is going through difficult times, but it cannot be called a crisis. According to the International Air Transport Association (IATA; as of March 2013), the industry's turnover in 2012 was $638 billion. Compared to the previous year, it grew, but its growth rates decreased noticeably and amounted to only 6.8%. The driver of this growth was passenger transportation, which accounted for 79.8% of all revenues. The cargo market, which accounted for 10.3% of the total volume, on the contrary, found itself in a difficult situation. Freight revenue decreased by 4.3% to $66 billion.

Industry revenue from passenger transportation increased by 8.5% in 2012

At the same time, growth dynamics was much lower compared to the previous decade.

In the reporting period, airlines' expenses increased by 7.4% and amounted to USD 623 billion. The bulk of the costs fell on the fuel component. Its share, as in 2008, reached a record high of 33% with an average price per barrel of Brent oil in 2012 of $111.8. Other expenses grew by only 2.7% due to the policy of airlines to optimize their activities. The average load on flights reached a record high of 79.1%.

According to IATA (March 2013), net income for the industry as a whole was $7.6 billion.

Its generators were air carriers from North America and the countries of the Asia-Pacific region (APR). They accounted for 82% of the profit ($6.2 billion). The high-growth markets of the Middle East and Latin America accounted for $0.9 and $0.3 billion, respectively, while the European market accounted for $0.3 billion. The industry average profitability ratio was only 1.2%.

According to IATA forecasts (for March 2013), the net profit of air carriers will grow in 2013 by 39.5%, to 10.6 billion US dollars. The improvement in indicators is primarily due to a fairly stable demand for passenger transportation and the start of growth in the freight transportation market.

2.97 (Billion) passengers were transported on regular lines, which is 5% more than in the previous year.

iata estimates that global passenger traffic will increase by 5.2% in 2013. By 2016, the global market will reach 3.6 billion passengers, which is 21% more than the market in 2012.

The past year was a record year for the number of well-known airlines that ceased operations. This list includes the national carriers of Hungary and Uruguay - Malev and Pluna, Indian Kingsfisher Airlines, Spanish Spanair, Italian Wind Jet, Scandinavian and German regional companies City Aviation, OLT Express, Cirrus Airlines, Climber Sterling, Skyways. Certain difficulties with regional transportation began to appear in the United States, which is associated with the optimization of the activities of the main players in the American market.

On the other hand, the industry continued its growth through the creation of joint aviation enterprises to work in certain areas. In 2012, a joint project between Emirates and Qantas was launched to manage the Dubai-Australia route. Also, a subsidiary of Qantas - JetStar, together with the Chinese airline China Eastern, launched the low-cost airline JetStar Hong Kong in Hong Kong. Joint projects started with the Japanese JAL and the British British Airways, Singapore Airlines and the Scandinavian SAS.

Individual carriers have begun pursuing a strategy to capture the market with multiple brands. Singapore-based SIA Group launched Scoot, a long-haul low-cost carrier, and Thai Airways adopted a multi-brand development strategy. The largest European players have also strengthened their positions in the short-haul non-transit transportation market through low-cost subsidiaries. Lufthansa began to actively use Germanwings, IAG - Iberia Express. Air France - KLM followed this path, announcing at the very beginning of 2013 the creation of a similar airline - HOP. JSC Aeroflot, as part of its multi-brand strategy, has planned the creation of a low-cost carrier and a separate travel airline.

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Ministry of Education and Science of the Russian Federation

St. Petersburg State Polytechnic University

Institute of Engineering and Economics

Department of "World and Regional Economy"

course project

discipline: "Theory of industrial markets"

on the topic: "Analysis of the industry civil air transportation and assessment of the sectoral policy of the state"

Saint Petersburg 2014

INTRODUCTION

CONCLUSION

BIBLIOGRAPHY

INTRODUCTION

Civil air transportation is one of the core industries in the passenger transportation industry and one of the few sectors that can make a significant contribution to economic growth in Russia. The exceptional importance of air transport for Russia is due to the specifics of the country - a large territory and low density of the ground transport network. In regions such as North European Russia, Siberia and the Far East, air transport is often the main mode of transport.

Air transportation is one of the most dynamically developing industries. Air transport in the volume of transportation by main modes of transport occupies more than a third of all passenger traffic and a significant part of cargo transportation.

The purpose of the work is an analysis of the industry based on the study of the qualitative and quantitative characteristics of the industry, as well as the forms and instruments of state participation in the field of civil air transportation as a fundamental industry complex for the Russian economy.

Based on the above goals, tasks works are as follows:

* analysis of the civil air transportation industry based on the study of the quantitative and qualitative characteristics of the industry;

* study of the effectiveness of government policy in the civil aviation industry.

* assessment of the level of development of the passenger air transportation market in the Russian Federation based on the work done.

civil air transportation market

1. ANALYSIS OF THE CIVIL AIR TRANSPORTATION INDUSTRY IN RUSSIA

1.1 Product and geographical boundaries of the product market

Speaking about the geographical boundaries of the air transportation industry, it is important to note that they are performed all over the world and in various directions. But in this paper, domestic transportation (regional and local) will be considered.

To find out the geographical boundaries of the market, it is necessary to know the location of the airports from which flights are carried out for the transportation of citizens within the country. Below are the main airports in the country:

Airport Chita

· Vladivostok Airport;

· Pulkovo;

· Kazan;

· Domodedovo;

· Emelyanovo;

· Terrible;

· Khabarovsk (New);

· Kurumoch;

Sheremetyevo;

Vnukovo, etc.

Given the specifics of many regions, it is necessary to say about the remoteness of the territories from the central part of Russia, severe climatic conditions, lack of railways and highways, poor infrastructure development, as a result of which it is extremely difficult to get to the airport.

In the regional air transportation market, the object of sale and purchase is passenger transportation services, which, first of all, have the traditional properties of a service, such as intangibility, inability to accumulate, the inseparability of the consumption process from the production process of the service, and the variability of the quality of the service. In addition, air transportation is characterized by specific features, which include high speed and regularity of flights, high passability of aircraft, flight safety, etc. These features form the advantages of air communication in comparison with land modes of transport. The scope of regional air transportation is extensive and the demand for relocation services can be divided into constant: demand for monitoring, control, intelligence services; and fickle: demand from retail and corporate customers who feel the need to relocate themselves.

When determining the commodity boundaries of the market under study, it should be noted that the analysis is carried out for the market of services for the transportation of passengers by air transport on local and regional airlines in Russia. Consequently, the commodity boundaries of the market are formed by the range of air routes for the transportation of passengers, carried out only within Russia within the framework of regular and charter flights.

1.2 Volume of the commodity market, determination of the composition and shares of economic entities in the market

The sellers in the market are carrier airlines. The processes of active concentration of the passenger transportation market by the largest air carriers began in 1998-1999. Almost 90% of the total volume of this type of service is provided by 30 airlines. At the same time, five of them (Aeroflot, Transaero, Pulkovo, Krasnoyarsk Airlines and Siberia) account for more than half of passenger traffic in the country.

In 2013, the share of passenger transportation on international airlines in the total passenger traffic was 54%. Compared to 1990, the share of passengers on international routes increased by 1.8 times.

Buyers in the air transportation market are an unlimited range of individuals and legal entities using the services provided by carriers.

The market segmentation results demonstrate the presence of four segments: business travelers and VIP passengers; passengers traveling for personal purposes (leisure, travel, flight due to unforeseen circumstances); consumers ordering shipping and control and monitoring services; travel and ticketing agencies acting as buyers.

Organizations that provide aircraft equipment and machinery, fuel, fuels and lubricants, financial, information, insurance, maintenance and other services act as suppliers in the air transportation market. The organization and maintenance of the market infrastructure is carried out by airports, dispatch services and other participants providing air navigation services.

Table 1 Distribution of passenger traffic and passenger turnover by directions

Table 2 Distribution of domestic passenger traffic

1.3 Concentration of sellers in the market

In its structure, the market is close to an oligopoly, that is, most of it is controlled by several large companies. Today's leaders are represented by large Russian companies, Russian and foreign holdings. In addition, there are many small companies in the regions, but there is a tendency to reduce small companies.

The market under consideration is a seller's market, so the influence of consumers is still small. Assessing the risk of the emergence of new competitors, it is worth noting, looking ahead, that this market has the potential for growth and today is an untapped niche, therefore, in the near future, firstly, competition on operated routes may increase, and secondly, it is possible expansion of the network of regional routes. The profitability of regional passenger traffic does not exceed 1% per year.

The power of suppliers in the local air transportation market: suppliers of fuel, air navigation, service, airport services occupy predominantly monopoly positions in the market, therefore, their power is great. As of October 21, 2013, there were 121 airlines operating commercial passenger services in Russia. Since 2000, the number of air carriers has decreased by 2.4 times.

It is known that in the civil aviation industry there is a competitive struggle between several major "giants". For example, Aeroflot (which is a natural monopoly, the very first and largest airline in the world), Transaero, Siberia (S7 Airlines), UTair (UTair), Ural Airlines, Vim-Avia.

Table 3 Turnover and flow

The share of these companies in terms of the number of kilometers that their aircraft flew is 39%, 22%, 9%, 8%, 4%, 1%, respectively. Therefore, the coefficient of market concentration by the number of kilometers: CR(6) = 99%, Herfindahl-Hirschman industry index: IHH= 2167. The share of these companies in terms of the number of passengers carried is 39%, 14%, 12%, 11%, 5%, 2%, respectively. Therefore, the market concentration ratio by the number of passengers is: CR( 6) = 83%, Herfindahl-Hirschman industry index: IHH = 2011.

It can be concluded that the segment of domestic passenger air transportation is characterized by a high degree of concentration of market participants with a tendency to reduce the number of operators. From the received data and conclusions from them, we can conclude that the market continues to consolidate.

1.4 Typology of industry market organizations

Institutionally, the air transportation market can be characterized as follows: five main categories of market participants have been identified: service sellers; service buyers; suppliers and participants organizing the market infrastructure; organization of regulation and control of the activities of air carriers. Today, the world air transport system has about 600 air transport companies. By ownership, airlines are classified into: public, private and corporate.

State-owned airlines are former socialist countries, most airlines in developing countries, as well as individual airlines in developed countries that were founded by the state or nationalized: british airways(Great Britain), Air France(France), KLM(Holland), etc. A number of airlines are international associations owned jointly by several states. For example, a Scandinavian airline SAS belongs to Sweden, Denmark and Norway.

Private airlines include airlines owned by one owner or family - this is a small number of small airlines, as well as the so-called computer airlines and air taxis. Of the large and medium-sized private airlines, it is known, for example, UTA(France).

Corporate companies are those whose owners are formally joint-stock companies.

According to the nature of the flights, airlines are divided into:

internal,

international,

Mixed.

Domestic airlines operate flights only within their countries, international - only in international air traffic (purely international airlines are quite rare), mixed airlines - both international and domestic flights.

According to the range and direction of flights, airlines are classified into mainline, regional, local and computer airlines.

The mainline airlines operate both international and domestic transportation over distances of 3000 km or more, such as transatlantic, trans-Asian and other interregional air transportation.

Regional airlines carry out both international and domestic flights over a distance of no more than 3,000 km. Regional transportation includes intra-European, intra-African transportation, etc.

Local airlines are, as a rule, airlines that carry out transportation on domestic airlines with a length of not more than 1000 km.

Computer, or interline, airlines operate regular shuttle services between nearby settlements within the range of 100 to 500 km. For a distance of less than 100 km, flights are carried out only by helicopters to hard-to-reach areas, as well as by special air taxis.

According to the type of main transportation, airlines are divided into passenger, cargo and mixed.

Passenger airlines operate aircraft equipped to carry passengers and carry cargo and mail in dedicated cargo holds. In addition, convertible aircraft are increasingly being introduced into operation, which (partially or completely, depending on the need for transportation) can be quickly converted from passenger to cargo, and vice versa. Therefore, most passenger airlines can be classified as a mixed type of airlines. Cargo airlines operate only cargo transportation on specially equipped aircraft. Most airlines are mixed and operate all types of transportation.

By type of operations, airlines are classified into regular and charter.

Regular airlines operate flights according to the established schedule on airlines strictly defined by the government of the country or by intergovernmental agreements. They may also operate additional, charter and special flights on a non-scheduled basis. Charter airlines operate only non-scheduled air freight services based on special contracts between carriers and customers.

According to the size of the aircraft fleet and the volume of traffic, as well as other technical and economic indicators, airlines can be classified into large, medium and small.

1.5 Characterization and evaluation of entry and exit barriers

Market entry barriers are usually understood as any technological, administrative, economic factors that prevent new firms from entering the market in a fairly short period of time. Based on information obtained from thematic sources, a classification of barriers in the passenger air transportation market in Russia was compiled (Table 4).

Table 4 Classification of barriers in the industry

Market Entry Barriers
Non-strategic barriers
Investment	High cost of initial capital, lack of production space, equipment, labor force
Market volume	No restrictions on demand
Administrative barriers	Obtaining a license for the right to carry out activities for the transportation of passengers and flights in the airspace
The state of the market infrastructure	Unstable interregional ties
Criminalization of the economy	The antimonopoly authorities initiated 36 cases on the grounds of restricting competition in the field of air transport and airports
Strategic Barriers
Entry Prevention Price Strategies	Price changes by dominant firms
Non-price barriers	Long-term cooperation of firms that have been operating on the market for a long time, as well as consolidation with the aim of rational economic concentration in the industry.
Corporate Barriers	The influence of vertical (horizontal) association of organizations operating in the market on the emergence of new firms in the industry

When considering the likelihood of new carriers entering the market, it is advisable to pay attention to assessing the barriers to entry into the industry. Due to the fact that this market concentrates a large number of subjects, but at the same time, consumer demand for inexpensive and fast transportation is not satisfied, its development can go in two ways, requiring government intervention.

The first way is to stimulate the development of the market and create a system of preferences that allows airlines to modify their business models and diversify profitably into various market niches.

The second way is to slow down the development of the market in its current form by reducing the number of small airlines, of which there are a large number.

The proposal being considered by the state to distinguish between mainline and regional transportation, based on the system of federal districts, threatening to squeeze out small regional carriers from the Moscow direction, indicates the implementation of the second way. Added to this is the draft amendments to the “Regulations on Licensing the Transportation of Passengers by Air”, which contains requirements for the presence of at least 10 aircraft with a capacity of more than 55 seats for regular flights and at least 5 for charter flights.

Thus, the listed set of measures creates barriers not only for new companies to enter the market, but also contributes to the redistribution of passenger traffic in favor of the largest carriers and the exit of less competitive companies from the market. In the future, this can only lead to a decrease in transport accessibility for a part of the population and further degradation of the airfield network, since the airlines remaining on the market are unlikely to prefer to master completely new business models and types of aircraft.

1.6 Analysis of the industry market structure

It is necessary to study the structure of the civil air transportation market, for which we will use the "Structure - behavior - result" paradigm. The paradigm is based on the idea that the result of the functioning of the industry depends on the behavior of sellers and buyers, which, in turn, is determined by the structure of the industry. The structure of the industry depends on the operating conditions: technology, demand, etc.

The sellers in the market are carrier airlines. Buyers in the air transportation market are an unlimited range of individuals and legal entities using the services provided by carriers. In its structure, the market is close to an oligopoly, that is, most of it is controlled by several large companies. Today's leaders are represented by large Russian companies, Russian and foreign holdings, the segment of domestic passenger air transportation is characterized by a high degree of concentration of market participants with a tendency to reduce the number of operators.

Due to the fact that this market concentrates a large number of players, but at the same time, consumer demand for inexpensive and fast transportation is not satisfied, its development can go in two ways, requiring government intervention. The first way is to stimulate the development of the market and create a system of preferences that allows airlines to modify their business models and diversify profitably into various market niches. The second way is to slow down the development of the market in its current form by reducing the number of small airlines, of which there are a large number. Thus, the listed set of measures creates barriers not only for new companies to enter the market, but also contributes to the redistribution of passenger traffic in favor of the largest carriers and the exit of less competitive companies from the market.

It is important that the first priority for air carriers is to purchase wear-resistant vessels, in good condition. As in any business system, the airline receives resources at the input: material, financial, labor, information, the output is products - air transport services (passenger-kilometers for passenger transportation, ton-kilometers for cargo transportation). To create air transport products, an airline must have a fleet of aircraft. The number and nomenclature of the aircraft fleet should correspond to the real solvent consumer demand. It also depends on the chosen field of activity - the target market, geographic direction and the degree of development of the airline's air lines network and a number of other parameters. At the same time, the activity of any airline will be effective only if the available carrying capacity of the aircraft fleet can be used with a high utilization factor for the maximum payload of aircraft (within 0.6 - 0.7) and with a sufficiently high average annual flight hours for the average airplane.

The solution of this problem largely depends on the organizational structure of the airline and, above all, on how effectively its three main functional subsystems will be involved: flight, technical and commercial operation.

At the same time, the flight operation subsystem must have a highly professional flight crew that ensures flight safety; the subsystem of technical operation must ensure the serviceability of aircraft and its trouble-free operation; the commercial operation subsystem is responsible for the high quality of the organization of services for passengers and shippers and commercial work aimed at attracting potential customers and selling transportation.

Speaking about the industry, it is worth saying that the processes of consolidation and the creation of holdings have led to the fact that the bulk of air transportation in Russia is carried out within the framework of vertically integrated megastructures. These include: Aeroflot, Transaero, Yutair, Ural Airlines. The process of consolidation of ownership in the industry is accompanied by the formation of strategic alliances and the search for new forms of cooperation and organizational cooperation.

The structure of the air passenger transportation market in Russia is characterized by the following features. Almost all the players in the aviation passenger transportation market - both leaders and outsiders - "withdrew" from Aeroflot - Soviet Airlines, the country's only airline during the Soviet era. After the collapse of the only state-owned air carrier, 393 airlines were formed, the formation of which took place, as a rule, on a territorial basis: on the basis of the former territorial departments of civil aviation or on the basis of joint aviation units, which predetermined, respectively, their positions in the structure of the air transportation market.

Route networks, base airports, and an air fleet were created.

The Russian air transportation market is a good example of a market with discrete competition, since entry into individual air route networks (spatial market segments) is difficult due to the rather low level of substitution between airports for airlines and consumers.

An analysis of the Russian aviation industry showed that in a number of regions a single ownership structure "airport - airline" or affiliation of these structures is common. This gives us the right to consider the characteristics of a natural monopoly, which is the core of this structure - the airport.

Airports in many ways are enterprises of the infrastructure industry. An airport concentrates relative monopoly power in a certain area. At best, two airports can be accessible to residents of a large urban area. Often, due to space and air traffic restrictions, a single airport becomes available. Airport operations bring and depend on network effects: airports are central nodes in the network where transfers to other flights can take place.

Traditionally, a natural monopoly has been understood in terms of the technological approach, that is, as a firm whose production function exhibits positive returns to scale at any output. That is, the criterion for the existence of a natural monopoly was the decreasing average costs characteristic of all infrastructure enterprises. The landing technology of modern aircraft makes air traffic management and runway maintenance close complements. The use of some technologies provides for economies of scale or diversity. This is true in particular for airports. The size of each new terminal and the number of entry slots it determines available to airlines is the cost per passenger. Thus, when building large terminals, there are economies of scale until revenues start to decline due to the increase in passenger traffic. If one such terminal can satisfy the entire volume of demand, there is no room for competitors. You can also talk about savings from diversity: the same runways can be used by air carriers for both transporting passengers and delivering goods. It becomes possible to distribute airport runways more rationally, depending on the time of day. In these situations, large firms (especially if they occupy a dominant position) can offer services at more low prices than their smaller competitors, winning the fight for customers. However, in an environment of increasing economies of scale, regulation may be needed to curb those advantages of firms that lead to increased market power. Market power is used by firms to charge inflated prices resulting in suboptimal resource allocation. These advantages are based on the asymmetric distribution of information under conditions of uncertainty.

1.7 Main economic characteristics of the industry

Current trends in the air transportation market

In 2008, oil prices reached $140 per barrel. Under such conditions, the fuel component of airlines' operating expenses rose to 50-60%, which caused a significant reduction in the profitability of airlines around the world. In the 1st quarter of 2009, the price of Brent oil fluctuated around $40-45 per barrel. The fall in world oil prices led to a decrease in world prices for jet fuel by 40-50%, by 20-30% in Russia. The fuel component of airlines' operating expenses fell to 30-40%, but this did not give a positive effect in the face of declining demand for air travel from the population. By the end of the 2nd quarter of 2009, the price of Brent oil reached $70 per barrel. As a result, jet fuel prices jumped by 8-12%. On average, according to the Federal Air Transport Agency, in Russia, a ton of aviation kerosene as of July 20 costs 19.17 thousand rubles, which is 15% less than in January of this year, and 7.8% less than in January 2008.

Dynamics of air transportation volumes

According to IATA, in the first half of 2009, the decline in global passenger air travel was 7.6%. The reduction in air traffic was observed in all regions of the world, with the exception of the Middle East, where the growth was 7.14%. The largest drop was recorded in Russia - 18%, the Asia-Pacific region - 12% and Africa - 9.2%. According to the IATA forecast, in 2009 the reduction of the world volume of passenger air transportation will be 5.7%. According to TCH data, the decrease in air passenger traffic by Russian airlines in January-June 2009 amounted to 18%. According to the forecast of the Ministry of Transport of the Russian Federation, in 2009 air traffic is expected to fall by 10%, according to other experts - by 20-30%.

Airline capacity

The decline in demand for air transportation is forcing airlines to decommission their excess fleet of aircraft (AC) and, above all, old inefficient aircraft types. Capacity reduction is a temporary measure that airlines resort to to maintain profitability. However, competition for passengers does not allow airlines to respond adequately to the decline in demand. As a result, according to IATA forecasts, 2009 will be generally unprofitable for the global air transportation industry. According to the OAG, as of May 2009, the world's airlines have reduced their capacity by about 3% in terms of aircraft capacity and by 5% in terms of number of flights.

Dynamics of airline profitability and bankruptcy

According to experts, the total loss of the world's airlines in 2008 amounted to about $10 billion, and in 2009 it is projected at $9 billion. In 2008, about 30 airlines around the world went bankrupt. At the same time, according to Ascend, in 2008 the number of airlines that entered the market - 54, is approximately equal to the number of airlines that left the market - 51. In Russia, 8 air carriers went bankrupt in 2008, with a total number of about 170. According to forecasts by the Ministry of Transport of the Russian Federation, in 2009 about 20% of Russian airlines may lose the right to operate flights due to debts to airports, tax authorities, air navigation services. In both cases, the change in the number of airlines in the market is largely determined by consolidation processes.

Consolidation in the industry - association of airlines

Consolidation allows air carriers to get rid of excessive competition, optimize the route network, organizational structure companies, the structure of ground services, to strengthen their position in the market. To do this, airlines continue to enter into code-share agreements, acquire bankrupt air carriers, and enter into alliances. In Russia, consolidation processes are stimulated by the state as part of the ongoing policy to reduce and consolidate airlines. Currently, under the auspices of the state corporation Rostekhnologii, the Rosavia airline is being created, to which the assets of 11 airlines will be transferred (including the bankrupt AiRUnion and Dalavia, as well as the State Customs Committee of Russia, Atlant-Soyuz, Vladivostokavia, Saratov Airlines).

The volume of the market for deliveries and orders for aircraft and aircraft engines

2007 marked the peak of the boom in passenger aircraft orders that began in 2003. The global economic crisis is forcing airlines to adjust their short term plans for renewal, modernization of the aircraft fleet. According to the results of 2008, the reduction in the volume of orders for passenger aircraft amounted to approximately 45%. According to the ACAS database, in 2009, orders for passenger aircraft fell by 5.5 times compared to the same period in 2008. Nevertheless, according to the forecasts of most leading aircraft manufacturers (Boeing, Airbus, Rolls-Royce), in the long term, in the next twenty years, the average annual growth in air traffic will be 4-5%, the global volume of passenger air traffic will increase by 2.5 times. By 2011, more than 4,000 units of new passenger aircraft will be delivered to the world's airline fleets, and by 2028 - about 29,000.

Forecasts for the development of the air transportation market

The market will grow over the next five years, but slowly by an average of 3% per year, according to experts, due to economic growth in the Asia-Pacific region and Latin America. In the long term - in the next 20 years, according to the forecasts of most aircraft manufacturers Boeing, Airbus, CFMI, the annual increase in air traffic will be 5%, the total volume of air traffic will increase by 2.5 times. The average global passenger seat occupancy rate will reach 80%.

In conclusion to the first part of the work, several conclusions can be drawn about the characteristic features of the civil air transportation industry in Russia.

They lie in the fact that the commodity boundaries of the market form an assortment of air routes for the transportation of passengers, carried out only within Russia within the framework of regular and charter flights. The segment of domestic passenger air transportation is characterized by a high degree of concentration of market participants with a tendency to reduce the number of operators. From the received data and conclusions from them, we can conclude that the market continues to consolidate.

Also, the classification and typology of companies in the industry market was revealed (clause 1.4.). The following classifications of companies in the industry were considered: by institutional affiliation; by the nature of the flights; by range and direction of flights; by type of main transportation; by type of operations and by the size of the aircraft fleet and traffic volume. Each classification was analyzed separately, taking into account the characteristic features.

In addition, entry and exit barriers to the civil aviation industry (both strategic and non-strategic barriers) were considered. Based on the analysis of entry/exit barriers to the industry, two possible and most effective options (ways) for state intervention in the industry were identified to facilitate the process of entering the market. (clause 1.5.)

In conclusion, the main economic characteristics of the industry (the dynamics of air transportation volumes; the carrying capacity of airlines; the dynamics of airline profitability and bankruptcy; consolidation in the industry; the volume of the market for the supply and orders of aircraft and aircraft engines) were studied and forecasts for the development of the Russian air transportation market were formed. (clause 1.7.)

2. EVALUATION OF THE EFFICIENCY OF THE STATE POLICY IN THE INDUSTRY

2.1 Goals and content of the sectoral policy of the state

In a large number of Russian regions, aviation is socially significant, since it is the only mode of transport that provides year-round transport accessibility.

However, low population density in remote areas leads to low intensity of passenger traffic. This, in turn, determines the high cost of air transportation, due to the high unit costs of maintaining the airfield network and the use of small-capacity aircraft.

The cost of air transportation in most cases exceeds the ability of the population to pay for air transport services. Therefore, local transportation is not profitable, and there is practically no competition on regional and local routes.

The main instrument of state support for the development of the domestic air transportation market is the program of subsidizing regional air transportation.

The main directions of this program are:

Current state subsidy program

air transportation for the period up to 2020 provides for a total funding of 5 billion rubles. In the period 2013-2017. the annual amount of financing will be 750 million rubles:

450 million rubles - subsidizing air transportation in the Far East, Siberian, Northwestern and Ural regions;

300 million rubles - subsidizing air transportation in Privolzhsky federal district(subject to co-financing from the regions).

According to the Ministry of Transport of Russia, the implementation of programs to subsidize regional air transportation has already yielded results. For 9 months of 2013, the growth in the number of passengers on subsidized airlines amounted to 160%.

The Ministry of Transport of Russia also expects that the implementation of the program will contribute to the active modernization of the regional aviation fleet.

In particular, it is planned that already in 2013 airlines will purchase 36-40 aircraft of various sizes.

2.2 Efficiency and development prospects

In July 2013, the Government of the Russian Federation approved a roadmap for the development of regional air transportation until 2020.

The road map provides that by 2015 the volume of passenger traffic on domestic routes will increase to 45 million, on regional routes - up to 6-7 million passengers. At the same time, the number of regional lines will increase to 1500.

The target indicators for the implementation of the roadmap activities until 2020 will be the following.

The aviation mobility coefficient of the population of Russia (the ratio of the number of passengers transported by Russian airlines per year to the population of the Russian Federation) will be 1, which corresponds to the total departures from the airports of the Russian Federation in 2020 in the amount of 138.5 million people.

The number of regional air links will increase to 2,000 airlines (an increase of 70% compared to 2012).

The main implementation mechanism is a reduction to the level of 15% of the cost of airport services for regional air transportation (currently this figure is 35%).

By 2020, almost all regional aircraft will need to be replaced. The available carrying capacity of the current fleet will be halved by 2020, while the required carrying capacity of the fleet will have to increase by 90%. This determines the significant needs of airlines in the further renewal and expansion of the fleet of regional aircraft.

Taking into account the write-off of obsolete types of aircraft due to the development of resources and their loss of competitiveness, the need for the supply of passenger aircraft to Russian airlines is estimated at 1030-1200 aircraft in the period up to 2020. Demand is expected for aircraft of various passenger capacity classes, which will be satisfied by aircraft of both domestic and foreign production.

The absence in Russia of serial production of a number of classes of aircraft determines the continued significant need for Russian air transport in the use of foreign aircraft. According to forecasts, in 2020 the share of foreign aircraft in the Russian commercial fleet of passenger regional aircraft is estimated at 60%. These estimates assume the successful implementation of Russian programs for the production of modern aircraft, the share of which in deliveries to the passenger fleet should increase from today's 10% to a promising 40%.

It should also be noted that in order to fulfill the projected volume of traffic, the flight crew of airlines, starting from 2013, must annually replenish with another 370-510 pilots in addition to the planned release of aircraft pilots from educational institutions of the Ministry of Transport of the Russian Federation. And in the coming years - and to a greater extent.

At the moment in Russia there is no clear concept of building a system of regulatory and legal framework for the regulation of aviation activities. Clear regulation of any activity is the most important state task in the field of legislation.

The specific activity of civil aviation, in which, along with the economic feasibility of air transportation, their safety must be ensured, it also requires a special construction of systems and its management at all levels. The change in the economic structure and the decentralization of the management of the economic mechanism by state bodies requires the introduction of a normative method for managing the functioning of the country's air transport.

The normative method of managing state regulatory bodies involves the creation of an effective legislative framework and regulatory documentation governing the activities of air transport, in which the main criterion is to ensure the safety of life and health of passengers, which, ultimately, is determined by the safety of flights in civil aviation. The transition period from the administrative system to the legal regulation is the most difficult and fraught with the condition of uncertainty (which can cause the loss of control over the reliable functioning of the entire air transport system). Russian legislation already contains the Law of the Russian Federation “On the Protection of Consumer Rights” and the “Air Code of the Russian Federation”, which require state regulatory authorities and the operator to guarantee the safety of life and health of people, which should be supported by the introduction of standardization and certification of air transport facilities and operation processes aircraft. The absence of state standards that regulate the production and provision of civil aviation flights, and, as a result, the introduction of standard operating procedures in civil aviation enterprises, makes the activity of an aircraft operator in the transportation of air passengers illegal.

Thus, the existence of an effective regulatory framework is a necessary condition for the regulatory method of managing the reliability of air transport.

The civil air transportation market, despite its social significance and state support, is stagnating due to the low level of solvent demand. The problem of ensuring the development of regional and local aviation (small aviation) is complex, interdepartmental in nature and requires coordinated legal, technical, organizational and financial actions in a number of areas that take into account the interests of various sectors of the economy. To solve it, it seems appropriate to develop an action plan that defines the main directions of state policy in this area for the next 10-15 years.

Preservation of strategic innovation priorities for the development of the Russian economy determines the stability of long-term goals for the development of air transport. The passenger turnover of Russian airlines may reach 290-360 billion km in 2020, and reach 510-625 billion km by 2030, including due to the entry of Russian airlines into the new market of air transportation transit through the territory of Russia. The optimistic version of the forecast assumes that in the coming years, high growth rates of demand for air transportation will continue (at the level of 7-10%).

In conclusion to the second part of the work, several conclusions can be drawn about the characteristic features of the sectoral policy in the field of civil air transportation in Russia.

They lie in the fact that the main instrument of state support for the development of the domestic air transportation market is the program of subsidizing regional air transportation.

Namely:

Subsidizing federal state-owned enterprises created on the basis of airfields of regional and local significance;

Subsidizing airfields located in areas Far North and areas equated to them;

Subsidizing air transportation of passengers from the Far East and Siberia to European part country and in the opposite direction, and from the Kaliningrad region to the European part of the country and in the opposite direction;

Subsidizing regional (intersubjective) air transportation of passengers in the Northwestern, Siberian, Urals and Far Eastern federal districts;

Subsidizing aircraft leasing for regional and local air transportation.

Also, the effectiveness and development prospects were identified. The main economic characteristics of the industry are given. And as a result, an analysis of this industry was carried out.

CONCLUSION

In this project, the civil air transportation market was studied, and the state policy in the field of civil air transportation was identified and evaluated.

The study was conducted on the basis of available information on the considered industry market in accordance with the goal and objectives within and in accordance with the content of the discipline.

The analysis of the industry is carried out based on the study of the qualitative and quantitative characteristics of the industry, as well as the forms and instruments of state participation in the field of civil air transportation as a fundamental industry complex for the Russian economy.

In addition, in the first part of the work, the product boundaries of the market, the degree of concentration of its participants were identified and studied, the classification and typology of companies in the industry market was identified. An analysis was made of barriers to entry and exit into the civil air transportation industry, as well as the main economic characteristics of the industry were studied and forecasts for the development of the Russian air transportation market were formed.

In the second part, the problem of sectoral policy in the field of civil air transportation in Russia was considered, after studying which, a program was formed to subsidize regional air transportation. Also, in paragraph 2.2, topical issues related to state regulation in the civil air transportation industry were studied and opportunities for improving the efficiency of the industry by optimizing the state regulatory framework were considered.

LIST OF USED SOURCES

1. Electronic journal Angel Investor [Electronic resource]. - Access mode: http://theangelinvestor.ru

2. Informational portal RIA Novosti [Electronic resource]. - Access mode: http://ria.ru

3. http://www.mintrans.ru/ministry/department.php

4. Vorontsova A.M. "managing the competitiveness of business structures in the air transportation market"

5. Report of the Federal Antimonopoly Service of Russia "On the state of competition in the Russian Federation" for 2012

6. Federal Air Transport Agency (Rosaviatsiya)

7. http://bibliofond.ru/view.aspx?id=661815

8. http://www.aptuni.ru/load/31-1-0-214

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...

International passenger air transportation market

For the global aviation industry, 2016 was quite a successful year: according to IATA, the growth of passenger traffic in the world compared to 2015 amounted to 5.9%. The volume of passenger traffic on scheduled flights increased by 5.7% to 3.8 billion passengers. Percentage of passenger seat occupancy by global industry, by preliminary estimates, amounted to 80.2%, which is 0.2 p.p. lower than in 2015.

In 2016, transportation in the Middle East region developed most dynamically. The growth in passenger turnover compared to 2015 amounted to 10.8%.

The second place in terms of growth rates is occupied by the market of the Asia-Pacific region, where passenger turnover increased by 8.9%.

Passenger traffic in the European Region increased by 3.8%. The main driver of the European market was the growth of international traffic. This dynamics is due to the increase in carrying capacity by 3.8%, as well as a decrease in revenue rates due to the development of the budget transportation segment and lower fuel costs.

The North American market showed a 3.2% increase in passenger traffic, driven by strong economic growth in the United States of America and positive traffic dynamics in the domestic market.

Industry revenue, according to IATA, decreased by 2.4% compared to the previous year and amounted to $701 billion. Traditionally, the main part of them was income from passenger transportation - 71.9%. The decline in revenues was due to cuts in jet fuel costs, which allowed air carriers to cut revenue rates without compromising profitability.

According to preliminary estimates by IATA, the net profit of the industry in 2016 is $35.6 billion, which is the highest figure in the industry over the past ten years.

Passenger traffic on regular flights of the global industry
BILLION PEOPLE

BILLION PEOPLE " title="Dynamics of passenger traffic on regular flights of the global industry
BILLION PEOPLE"> !}

Growth rates of passenger turnover and marginal passenger turnover of the global industry

Note. Minor deviations in the calculation of percentage changes, subtotals and totals on the charts of this annual report explained by rounding.

Russian market of passenger air transportation

In 2016, the total volume of the Russian market, including foreign carriers, decreased by 4.1% compared to 2015 and amounted to 102.8 million passengers. In particular, 88.6 million passengers were transported by Russian airlines, which is 3.8% less than a year earlier. Passenger turnover of Russian air carriers decreased by 5.0% and amounted to 215.6 billion passenger-kilometers (pkm). At the same time, the volume of carrying capacity decreased by 6.6% to 265.8 billion seat-kilometres (kkm), as a result of which the percentage of passenger seat occupancy of Russian airlines increased by 1.4 percentage points, to 81.1%.

In the reporting period, factors such as a decrease in the purchasing power of the population caused by the depreciation of the national currency, restrictions on flights to Turkey, Egypt, and Ukraine introduced at the end of 2015, and a corresponding decrease in sales in the outbound tourism market, continued to influence.

These factors determined the decline in the tourist (charter) segment. According to TCH, the volume of charter passenger traffic in 2016 decreased by 27.0% compared to the previous year, including international charter flights decreased by 39.8%. As a result, the number of passengers carried on international routes (including flights operated by foreign airlines) decreased by 15.1% in 2016 compared to 2015 and amounted to 46.4 million people.

The domestic transportation segment maintained a positive trend: the number of passengers increased by 7.3% compared to the previous year and amounted to 56.4 million people, due to the development of domestic tourism, including due to the reorientation of outbound tourism flows. The average passenger seat occupancy on domestic flights was 79.5%, up 2.9 p.p. higher than in 2015.

Passenger traffic in the Russian market (including foreign airlines)
MILLION PEOPLE

title="Passenger traffic in the Russian market (including foreign airlines)
MILLION PEOPLE">!}

Source: TCH, Rosaviatsia

Passenger traffic in the Russian market (excluding foreign airlines)
MILLION PEOPLE

title="Passenger traffic in the Russian market (excluding foreign airlines)
MILLION PEOPLE">!}

Source: Rosaviatsiya

Passenger turnover in the Russian market (excluding foreign airlines)
BLN PKM

title="Passenger turnover in the Russian market (excluding foreign airlines)
BLN PKM
!}">

Source: Rosaviatsiya

Maximum passenger turnover in the Russian market (excluding foreign airlines)
BILLION KKM

title="Limited passenger traffic in the Russian market (excluding foreign airlines)
BILLION KKM">!}

Source: Rosaviatsiya

Dynamics of the percentage of passenger seat occupancy in the Russian market (excluding foreign airlines)
%

During 2016, the volume of air transportation in the Russian market was declining, but in the fourth quarter the decline stopped and passenger traffic increased by 10.6% compared to the previous year. The change in the trend is associated with the effect of a low comparison base, with the weakening of the impact of negative factors affecting the development of air transportation (including the stabilization of the exchange rate) and the correction of revenue rates in the industry, which, together with the indicated effect of the exchange rate, determined the reduction in the ruble cost of a trip for passengers.

Aeroflot Group is one of the key growth drivers of the Russian air transportation market, providing transport accessibility and population mobility. Excluding Aeroflot Group's passenger traffic, which showed positive dynamics, the market decreased by 12.5% compared to 2015.

Dynamics of growth rates 1 of passenger traffic of Russian and foreign airlines in 2016

Source: TCH, Rosaviatsia

Dynamics of growth rates 1 of passenger traffic of Aeroflot Group and the Russian market in 2016

Source: TCH, Rosaviatsia

1 Compared to the same period of the previous year.

The Russian air transportation market is highly consolidated - the five largest players account for 70.4% of passenger traffic. Aeroflot Group is the undisputed leader in this market. At the end of 2016, Aeroflot Group's share amounted to 42.3% of the total volume of traffic in the Russian market, including transportation by foreign airlines (36.7% in 2015). The increase in the market share of Aeroflot Group was observed throughout the reporting period, with the largest increase observed in the 1st and 2nd quarters.

The growth of Aeroflot Group's market share is driven by an efficient business model and strategy that determined the Group's resilience to external economic and market factors. The increase in the Group's share is also associated with the redistribution of the shares of Transaero Airlines (it ceased operations in October 2015) and foreign carriers that are reducing their presence in the Russian market. Aeroflot Group's growth in the market share was additionally influenced by activity in the segment of international transit traffic, primarily between Europe and Asia. Excluding international transit, Aeroflot Group's net market share in 2016 was 40.0%. The definition of the net market is a more correct reflection of the market share due to the fact that passengers traveling between points in Europe and Asia with a transfer in Moscow are not related to the Russian market, and the very fact of attracting these passengers has a positive economic effect not only for the company, but also for the Russian economy as a whole.

The closest competitors of Aeroflot Group are S7 Group (12.8%), UTair Group (6.8%), Ural Airlines (6.3%). The share of foreign carriers in the Russian market was 13.9%.

Dynamics of Aeroflot Group’s share in the Russian market by passenger traffic, including foreign companies

	2012	2013	2014	2015	2016
International airlines	28,4%	27,0%	26,1%	29,3%	39,4%
Domestic airlines	32,6%	36,1%	38,0%	44,6%	44,6%
Total	30,0%	30,5%	31,0%	36,8%	42,3%

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MINISTRY OF TRANSPORT OF THE RUSSIAN FEDERATION

FGBOU VPO "Saint-Petersburg State University civil aviation"

COURSE WORK

Discipline: Airlines, Airport, Aerodromes

The passenger air transportation market

Work performed by: Dmitry Dmitrievich Makhov

1st year student of FAITOP,

331 study groups

The work was checked by: Aigul Ramilevna Pankratova

Saint Petersburg

Introduction

1. Analysis of the state and development prospects of the passenger air transportation market

2. Analysis of the state and development prospects of the passenger air transportation market in the Russian Federation

3. Volume indicators

4. Individual quality indicators

5. Airport as an element of the transport system

6. Airport management structure

Conclusion

List of used literature

Introduction

The ongoing economic and social transformations, due to the development of market relations, have affected not only material production, but also the non-productive sphere of the national economy. The new conditions have put forward adequate requirements for economic relations in all sectors, including transport, the role of which is steadily increasing with the expansion of ties in society, the development of productive forces and the increase in the mobility of the population. This fully applies to passenger transport, which performs important economic and social functions.

Improving the functioning of the passenger transport system is an important area of social progress and contributes to an increase in the efficiency of material production. The problems of improving passenger transportation are becoming more acute and complex as society develops, population grows, vehicles improve and the transition to market relations. Their successful solution is largely determined by the effectiveness of the management mechanism in this area of activity.

The formation of the market, the diversity of forms of ownership, the formation and development of entrepreneurship, competition radically change the principles and methods of managing transport organizations in general and passenger transport in particular. These fundamental changes put forward new requirements for the management of passenger transportation to improve the quality of service, increase the mobility of passenger transportation, the availability and reliability of all types of passenger transport. In solving the problems of the interdependent and interconnected development of the economy and the social sphere of society, the management of passenger transport is faced with the task of steadily increasing its efficiency and the degree of satisfaction of the population with the quality of transportation. In this regard, the results of the functioning of this industry will largely be determined by the ability of the management mechanism to direct the efforts of transport workers to meet the needs of passengers associated with the cost of time, comfort level, fare, clarity of transportation, convenient departure and arrival times, attention, courtesy of staff, etc.

In accordance with the purpose of the study, the following tasks were set and solved in the course work:

Analysis of the state of passenger traffic in the current economic conditions;

Assessment of the prospects for the development of passenger transport, taking into account the social orientation of the emerging economy;

The airport is a multifunctional enterprise, which is the ground part of the aviation transport system.

The airport is a place of interaction of four main constituent parts air transport system:

1 - the airport itself, which may own part of the air traffic control system (ATC - air traffic control);

2 - airlines;

3 - ATC systems;

4 - users.

The purpose of this course work is to study the main technological processes occurring at the airport such as:

1. passenger service;

2. baggage and freight handling technology;

3. airport services for aircraft and airfields;

4. flight support

5. airport security, etc.

1. Analysis of the state and development prospects of the passenger air transportation market

The transport network of the region is a complex social and communication system, consisting of all types of vehicles. Therefore, it is necessary to analyze the state and level of development of railway, road, air and sea passenger transport with an assessment of the potential capabilities of each of them in meeting the needs of the population in transport services and improving passenger service.

Transport plays an important role in ensuring sustainable social and economic development of the country and its regions. The transition to market relations imposes increased demands on the provision of enterprises and the population in transportation by all modes of transport.

The development of the transport network on the basis of existing enterprises is accompanied by their restructuring, an increase in technical equipment, an expansion of the transportation area, an increase in tariffs and a reassessment of passenger transport types. In such an environment, a purposeful production and economic policy of enterprises of the transport and passenger complex at the level of the country and regions is necessary, which implies constant search new reserves for growth in business results based on a steady improvement in passenger service according to world standards.

The urgency of the problems of improving the mechanism of transport management, which include passenger transportation, in the conditions of the formation and development of a market economy, predetermined the choice of the research topic.

In the current conditions of economic reform, overcoming the crisis situation requires the presence of conscious, and therefore differentiated, state regulation of the transport economy, the implementation of national and regional programs for restructuring the economy, the renewal of fixed production assets on the scale of the industry and individual enterprises, and increased activity on the ground. However, an important issue remains the mechanism of influence on direct producers, the choice of the form of organization of production and management structure, which fully applies to passenger transportation.

In modern conditions, in the presence of state and non-state forms of ownership in the industry, as well as various organizational forms management of enterprises, the management mechanism should take into account their features, based on modern management and marketing principles aimed at meeting the needs of potential consumers and strengthening the influence of the human factor in production.

2. Analysis of the state and development prospects of the passenger air transportation market in the Russian Federation

Many marketing companies have conducted research in a particular area of passenger transportation, and the main theses and data of their analysis are given in the work.

So, in the transport system of Russia, air transport is one of the main types of passenger transport (19.7% of passenger traffic). Many regions of the country (about 60% of the territory) have practically no alternative to air travel.

The main directions of transportation are concentrated on airlines connecting Moscow with resort areas, St. Petersburg, with eastern regions and with the capitals of the CIS countries and large European countries.

In 2009, according to the Federal Air Transport Agency (FAVT), Russian airlines carried 45.11 million passengers, which is 9.4% less than in 2008.

But the leveling off of the economic situation and pent-up demand spurred the passenger air travel market in 2010. According to the results of the first half of the year, the increase in passenger turnover amounted to 36.8% compared to the same period in 2009. Accordingly, the growth of the market in terms of money is also expected. According to experts, the proceeds of the civil aviation market in 2010 increased by more than 25% compared to 2009.

In 2009, the share of domestic passenger traffic with the help of Civil Aviation amounted to 52.8% of the total volume of passenger traffic. This is due to the fact that aviation is considered in the fastest way movement in the world, but at the same time the most expensive. Nevertheless, people continue to actively use air transport. Over time, the average airfare has gradually increased. So, in 2008, the cost of a flight for passengers increased by 20% compared to 2007, but in 2009 the price decreased due to the global economic crisis. In 2010, the aviation industry began to "recover" from the crisis - passenger traffic increased, and hence the price of air tickets. During this period of time, the average salary of citizens of our country increased, which means that the demand for air transportation also increased, so the increase in air ticket prices can also be explained by an adequate response of airlines to an increase in the number of customers. Indeed, according to the results of the first half of the year, the increase in passenger turnover amounted to 36.8% compared to the same period in 2009. Accordingly, the growth of the market in terms of money is also expected.

There is a noticeable development of the industry from year to year, but, as the practice of 2009 showed, aviation, like many other industries, is too dependent on a large number of factors in the modern economy - banks, private investment, government support, and so on.

In many ways, it is also dependent on aviation fuel prices, and therefore depends on companies that supply, produce kerosene and extract raw materials for its creation. If the price of kerosene rises, the company will be forced to increase the price of airline tickets, which will invariably lead to a decrease in consumer demand.

One of the main cost items for airlines is the cost of aviation fuel, while in recent years these costs have continued to grow. In companies operating mainly old domestic equipment, this share approached 50% in 2008. However, in 2009 the share of expenditures on jet fuel decreased markedly.

But Civil Aviation can suffer losses not only because of changes in the economy of the countries of the world, but also from changes in nature. You can think of the hurricanes in the United States in 2009 and 2008, but I would like to give a more "fresh", so to speak, example: in April 2010, for the first time, the European sky was closed for civil aviation flights for 5 days due to the risk engine damage by ash from the eruption of the Icelandic volcano Eyjafjallajökull. Many airlines suffered losses of tens of hundreds of thousands of dollars, thousands of passengers could not fly to their desired destination. Thus, we can talk about the risk of natural disasters.

Also, if we talk about the risks that threaten domestic airlines, it can be noted that from year to year the passenger traffic carried by foreign companies to Russia is growing. At the same time, it is moving at a faster pace than the growth in traffic by Russian airlines. Accordingly, the share of foreign airlines in the transportation of passengers to or from Russia is increasing every year. Thus, in 2005 it was 31.2%, and in 2009 it increased to 39%.

One of the reasons for this trend is the state of the fleet of Russian airlines. Statistics recent years shows that the total number of the main and regional fleet of Russian airlines is gradually decreasing. First of all, aircraft that have exhausted their service life and do not have the possibility of its extension are decommissioned, including Tu-134, Yak-40 and An-24. It is expected that by 2015 they will be completely withdrawn from the domestic fleet. Aircraft Soviet-made replaced mainly by foreign aircraft. So one of the largest airlines "Siberia" completely replaced its fleet, removing old domestic aircraft from it. Aeroflot has also completed the replacement of the Tu-154 with the Airbus A319-321 family. Below is a diagram showing the share of foreign-made aircraft (by number) in the structure of the passenger aircraft fleet of Russian airlines. Statistics for January 2013 are shown.

The diagram clearly reflects the unfavorable situation in the domestic air transportation market: most aircraft need to be replaced or improved. Instead, companies purchase aircraft from foreign manufacturers, or continue to operate obsolete models. This also affects the demand among passengers: studies have shown that Russians largely trust the aircraft of foreign companies than those made in Russia.

Thus, it is possible to single out the main problems in the passenger air transportation industry in Russia:

1) too much dependence of Russian airlines on the factors of the external and internal environment of the country;

2) greater dependence of companies on kerosene prices;

3) "aging" aircraft fleet in the Civil Aviation industry of the Russian Federation;

4) the purchase of foreign aircraft instead of the creation or improvement of old domestic aircraft;

5) an increase in airfare.

In 2013, despite the stagnation of the Russian economy as a whole, air transport continued to demonstrate growth dynamics that exceeded the country's GDP growth rate by an order of magnitude. Thus, the main performance indicators of Russian civil aviation (except for cargo transportation) already in November exceeded the corresponding indicators for 12 months of 2012.

3. Volume indicators

The total volume of work increased by 11.4% and amounted to 25.3 billion tkm. The share of passenger traffic - 80% (+ 2 p.p.), freight - 20% (-2 p.p.).

At the same time, the maximum passenger turnover amounted to: - 283 billion pass.km. (+13.3% compared to 2012), including 103.8 billion passenger km on domestic air lines. (+6.1%); on international lines - 179.2 billion pass.km. (+18%). The actual passenger turnover reached 225.2 billion passenger km (+15%).

84.6 million people were transported (+14.2%), including 39.2 million people on domestic air routes. (+10.8%); on international flights - 45.3 million people. (+17.4%).

As in the previous year, the main growth was provided by transportation in international air traffic.

The average distance of a passenger flight on a domestic air line is 2 thousand km, on an international flight - 3.2 thousand km.

Freight turnover amounted to 5 billion tkm. (-1.3%), transportation of goods and mail - 1 million tons (+ 1.3%).

142.8 million passengers were served at Russian airports.

As of January 14, 2014 118 aviation companies had air operator certificates for commercial air transportation, 116 of them are valid. During 2013, 5 air operator certificates were issued and 9 canceled.

4. Selected quality indicators

The share of international flights in the total passenger turnover amounted to 65% (+1 p.p.), on domestic lines - 35% (-1 p.p.). In the total passenger traffic, the share of transportation on international lines is 54% (+2 percentage points), on domestic lines - 46% (-2 percentage points). Foreign airlines carried 19.1 million passengers to/from points in Russia, which is 8.5% more than in 2012. Seat occupancy amounted to 79.5% (+ 1.2 p.p.), including 82.1% for international flights, (+0.3 p.p.) for domestic flights - 75% (+ 2 p.p. .).

In the past year, the trend towards a decrease in the growth rate of passenger traffic on international lines was clearly manifested. The dynamics of growth in international flights at the end of the year still remained at a sufficient level. high level(+18.5% in passenger traffic and +17.4% in passenger traffic), but the times of double-digit growth rates are likely to be gradually becoming a thing of the past.

Passenger traffic on domestic flights, although it showed a lower level of growth dynamics compared to international flights (+9% in passenger turnover and +10.8% in passenger traffic), but this growth was stable and even throughout the year, without sharp drops and rises. As a result, at the end of the year, the growth rates of passenger turnover and passenger traffic on domestic flights exceeded the growth rates of the corresponding indicators at the end of 2012 by several percentage points.

A high concentration of domestic flights through the airports of the Moscow air hub remained, 74.5% in 2013. This situation in the structure of domestic passenger traffic (74-75% via UIA airports) has remained unchanged over the past 5 years.

The level of development of freight traffic quite accurately characterizes the level of development of the Russian economy as a whole and economic relations between the subjects of the Federation. It cannot be considered normal.

In 2013, the performance of domestic airlines in terms of passenger and cargo traffic reached the levels of 1991. The only difference is that 22 years ago so many passengers, cargo, mail and luggage were transported on domestic airlines.

In the past few years, various executive and legislative authorities, both at the federal and regional levels, have paid great attention to the development of regional air transportation. As a rule, this attention was reduced to reforming existing and introducing new programs of state support for regional air transportation, or rather, their subsidization.

According to the Ministry of Transport:

“In 2013, 8.5 million passengers were transported along regional routes within and between the constituent entities of the Russian Federation (excluding Moscow). At the same time, if the growth rate in this segment of air transportation, starting from 2000, amounted to no more than 3-4% per year, then in the past year this figure increased to 15%.

In 2013, 5 air transportation subsidy programs were implemented. The total budget of these programs amounted to about 7.5 billion rubles, which made it possible to transport more than 1 million 140 thousand passengers and open more than 80 new routes.”

In other words, the industry regulator is quite satisfied with the results of its efforts to support regional air transportation, with a firm belief that the budget money was not spent in vain, and the situation with the development of regional air transportation was turned from degradation to development, with dynamics outpacing industry-wide indicators. One gets the impression that the Ministry of Transport firmly believes that it is the air transportation subsidy programs that will become the locomotive that will not only bring regional transportation to a quantitatively different level, but also change the structure of transportation within the country, reducing the concentration of traffic on domestic flights through UIA airports.

In fact, such an assessment of the results of existing subsidy programs and their role is at best a delusion, but in fact it is a mistake.

Let's consider the data provided by the Ministry of Transport from a different angle. The number of passengers carried under all 5 subsidy programs in 2013 amounted to only 2.9% of the total passenger traffic on domestic flights or 9% of the passenger traffic provided by airlines on domestic flights not through UIA airports. Without a doubt, the growth rates in regional air transportation within and between the constituent entities of the Russian Federation are due to the effect of a “low base”, and in some cases simply the absence of one. By the way, the growth rate of domestic traffic not through UIA airports last year was not some kind of unique achievement. Such surges were noted earlier: 2001. - +15.4%, 2007 - +10.7%, 2010 - +15.3%, 2011 - +17.6%. The decline in traffic volumes in this segment was also no less significant. For example, in 2009 they decreased by 20.1%.

The volume of passenger traffic within the framework of subsidy programs is so small that they cannot have a significant impact on the structure of traffic on domestic flights. So the overestimation of the results of 2013 is at least premature.

The effectiveness of the implementation of subsidy programs in our country in terms of solving social problems is also not entirely obvious. So, if programs for subsidizing air transportation of certain age categories of citizens from Far Eastern regions and Kaliningrad in the European part of the country have at least some social justification, the social component in the implementation of other programs is rather doubtful.

The following can be used to confirm:

· the number of settlements that are provided with regular air communication with hub airports (hubs) and airports of resort areas in the south of Russia, within the framework of all existing programs - 77 (of which 15 are in the Volga Federal District). Only 7 of the total number of points are located on the territory with which there is no year-round connection by land transport and transport accessibility of which is provided by air transport.

For comparison, in the US, the budget for the Essential Air Service air travel subsidy program in 2013 was $235 million (of which $14.7 million was for the state of Alaska). It is practically equal to the total budget of Russian programs - 7.5 billion rubles. in 2013 (including 750 million rubles for the program in the Volga Federal District). At the same time, in the United States, the number of settlements that are provided with regular air communication with hub airports (hubs) under the program is 160 (of which 47 are in the state of Alaska).

5. Aairport as an element of the transport system

Airport - a complex of structures, including an aerodrome, an air terminal, and other structures, intended for the reception and departure of aircraft, air transportation services and having for these purposes necessary equipment, aviation personnel and other workers.

The class of an airport is determined by the volume of passenger traffic produced in a year, that is, the total number of all arriving and departing passengers, including transit passengers (passengers transferring from one aircraft to another).

Class of the airport depending on the passenger traffic made during the year (Table 1).

Table 1. Airport class

In addition to those listed, there is also the concept of an out-of-class airport (its annual traffic volume is more than 10,000 thousand people), and unclassified (less than 100 thousand people).

Classification of airports and the complexity of their functioning.

The activities of the airports of each country are regulated by the Air Code of that country.

In Russia, airports are divided into airports of national importance (strategic) and regional airports. Airports of national importance are airports that provide most of the volume of passenger and aircraft service, are the main nodal elements of the air transport system of Russia and ensure the operation of the most important international and interregional air communications in Russia.

Strategic airports are included in the network of international transport corridors. Regional airports are airports that provide aviation services to a particular region.

According to the types of transportation that are served, airports are divided into domestic and international.

An international airport is an airport that is open for the reception and departure of aircraft that carry out international air transportation and in which customs, border, sanitary and quarantine control, security control and other types of control provided for by the current legislation are carried out.

The international airport is also open for the reception and departure of aircraft that carry out air transportation within the country.

A domestic airport is an airport that handles air travel within a country.

The aviation authority of the country determines the conditions and procedure for organizing the activities of airports, promotes their development.

The airport in the air transport system is a complex structure that performs a number of specific functions. It is the safest mode of transport compared to other modes of transport (railway, water, road, river, pipeline). Every year the number of passengers using this type of transport increases. The number of transported goods and mail is also growing.

The main task of the airport is to ensure aviation security, its cooperation with other types of structural divisions of the airport.

Airports, as part of the transport system, are an essential component of national, regional and local infrastructure. The airport is not just a supplier public services whose activities are regulated by the state; it is an independent commercial complex with its own business goals and development strategy aimed at growth and economic efficiency of operation.

Today, the world is actively taking measures to develop airports. Airports and their associated companies have a significant impact on global GDP and global employment: taking into account the direct and indirect impact, airports create almost 1% of global GDP and about 6 million jobs in the global economy. Airports, being, on the one hand, natural monopolies as infrastructure facilities, and, on the other hand, economic agents, are the most effective in the global economy when measuring labor productivity: GDP per employee is 65 thousand USD annually, which is 3.5 times more than the global average.

The investment attractiveness of aviation activities in the world as a whole remains low: the average return on invested capital is below the average cost of capital of 7.2%. At the same time, airports increase business value by developing related services (on-airport services, refueling, freight forwarding and logistics services, etc.). So, if the investment attractiveness of the airport services themselves is only 6.5%, then additional and related services are much higher: 22% refueling; 12% transport and forwarding services; 10% ground handling of passengers and cargo; 7.4% maintenance. The development of airport infrastructure is a priority.

The successful operation of the airport is ensured by the coordination of the work of all the listed systems. In the event of an imbalance, the following consequences may occur:

Incomplete functioning of the airport and airlines;

Unsatisfactory conditions for passengers;

Inadequate conditions for passengers;

Insufficiency of flight support;

Unreliability of airport systems functioning;

Increasing the cost of transportation for users;

Deterioration in the provision of airlines with equipment;

Lowering the level of passenger service.

The airport is a fairly large enterprise and a source of jobs. Airports such as Ohar (Chicago), Los Angeles, Heathrow, Atlanta have more than 50 thousand jobs, at Boryspil airport - more than 3 thousand. that they form a fairly large settlement. Therefore, the number of organizations that interact with the airport is quite large, these are:

Local government and municipality;

Central authorities;

concessionaires;

Suppliers;

Police;

Firefighters, security, medical care service;

Meteorological service;

Engineering service;

Catering and duty-free trade establishments;

Sanitary Service;

Airlines;

Airport visitors meeting and seeing off.

Modern airports require significant investment in infrastructure. Therefore, the airport is most often state system, which is created and financed with the aim of creating maximum profit from public investments.

Airport activities are divided into aviation and non-aeronautical.

Aviation activities are related to the provision of flights, servicing passengers and aircraft, handling baggage, cargo and mail.

Non-aeronautical activities on the territory of the airport include commercial passenger services, car parking services, currency exchange and other non-aviation activities. At the largest airports in the world, non-aviation activities are 1.5-2 times higher than aviation activities in terms of profit.

6. Airport management structure

Airports are managed by their owners through their managers, who are appointed in agreement with the aviation authorities of the country.

The structure of an airport depends on the role played by the airport authority. The administration can solve various tasks with a minimal contribution to the implementation of most of the internal tasks of the airport (US model) or directly solve most of these tasks (European model).

The structural standard scheme of airport management includes:

political council

Main performer

Airport departments.

The airport's strategy is determined by the so-called political council, which, taking into account political processes, interacts through certain channels with society.

The main executor directs the operation of the airport within the limits determined by the political council, which regulates and supervises the implementation of these policies.

The operation of the airport is organized and carried out on the basis of the legislative acts of the country that regulate the activities of the civil aviation of the country, as well as regulations the Ministry of Transport, the State Aviation Service of the country and other applicable regulations that regulate the operation of airports for the safe, regular and efficient provision of flights, passenger services and transportation.

The airport obtains commercial rights and rights to serve international transportation on the basis of international agreements with other countries, as well as on the basis of direct agreements with foreign partners.

Regional International Airport:

Provides ground handling for aircraft of airlines, state, collective, private owners and carriers on state, international airlines, services transfer and transit transportation on contractual terms with the obligatory provision of the necessary rules and standards of service;

Organizes and provides flights with radio and lighting equipment and communications, aviation fuels and lubricants, takes part in the investigation of aviation accidents and incidents in accordance with regulations within their competence and responsibility;

Provides passengers of international and domestic airlines with public utilities and services for foreign exchange transactions;

Organizes sanitary and quarantine measures, medical and sanitary services for airport employees both independently and on contractual terms;

Together with airlines, organizes and carries out search and rescue operations, in accordance with regulatory enactments, within the limits of its responsibility;

Provides declaration of goods;

Carries out continuous operation of the airport, airfield and airport facilities and other facilities that provide flights.

Passenger and cargo terminals are objects that solve three main functions:

Mode change - providing physical communication between the aircraft and ground devices designed to ensure the operation of the aircraft;

Passenger service and baggage handling. It includes attaching tags to each piece of baggage, ticket registration, paperwork and control of passengers and baggage;

Changing the type of transportation - the implementation of the transportation of goods, passengers by various modes of transport. (The aircraft must be conveniently located on the airfield of the airport, and the transition from ground transport to the aircraft must be carried out in accordance with the requirements of the aircraft). Airports of significant size should be structured to provide the following functions:

1. maintenance, technical work and operation of the aircraft;

2. the operation of the airline, including crew, flight attendants, ground technicians and terminal staff;

3. business activity necessary for the economic stability of the airport (leasing to airlines, etc.);

4. flight support (ATC air traffic control system, meteorological support, etc.);

5. government functions (agricultural inspection, customs, immigration, medical institutions, etc.).

Agreements of international organizations

With the development of civil aviation as early as early 1944, the US government held a preliminary discussion with the Allies about the problems of civil aviation. 55 States were invited to participate in this discussion and 52 States accepted the invitation. The outcome of the discussion was the Convention on International Civil Aviation, which was adopted in Chicago.

On April 4, 1947, the creation of ICAO was officially announced, headquartered in Montreal. The first session of the ICAO Assembly in 1947 approved a permanent Legislative Committee to consult on issues related to the interpretation and amendment of the Chicago Convention, to study and develop recommendations on air law issues. Over the years of its activity, the legislative committee has prepared drafts of 15 international documents. In addition to the Chicago Convention, other conventions were subsequently adopted that supplemented and expanded the various areas of activity of international civil aviation, for example:

Convention on international recognition rights to the aircraft (Geneva, June 1948);

Convention on Damages Caused by Foreign Aircraft to Third Parties on the Surface (Rome, 1952);

Convention on Offenses and Other Acts Occurring on Board Aircraft (Tokyo, 1963);

Convention for the Suppression of Unlawful Seizure of Aircraft (The Hague, 1970), etc.

In the future, with the rapid growth in the number of international traffic and the emergence of a huge number of airlines, it became necessary to harmonize the rules and procedures for ground handling in the world civil aviation, as well as develop standard forms of relevant contracts.

This was first implemented in 1967 by the International Air Transport Association (IATA) in the form of the Standard Ground Handling Agreement (SGHA), which was included in the IATA Airport Ground Handling Manual (AHM). These documents received status in 1988, when the IATA Ground Handling Council (IGHC) was created. This brought together representatives of airlines, independent companies that perform ground handling, airport authorities and other organizations that directly perform ground handling. The adopted documents are constantly updated and supplemented with new editions and additions and are issued in the form of standards, such as:

ANM 801 - introduction to the IATA standard ground handling agreement;

ANM-802 - comments to the standard agreement;

ANM-803 - Memorandum of Understanding;

ANM-804 - system for assessing standards of airport services;

ANM-810 - IATA standard ground handling agreement;

ANM-814 - standard agreement on catering services;

ANM-815 - standard agreement on the preparation of transportation documentation, etc.

The Ground Handling Committee of the International Air Transport Association (IATA) believes that comfortable handling of passengers can be achieved if the following conditions are met:

Good and quick access to the terminal from the main points of passenger traffic formation;

Clear and precise signs and signs for arriving and departing transport in the area of the airport complex;

Sufficient forecourt area for stopping transport, boarding passengers and short-term parking;

Appropriate equipment of car parks located in the terminal area;

Direct and clear routes for passengers, allowing them to follow individually from the aircraft to the terminal building and back;

Ability to receive departing passengers and their luggage immediately before the departure of aircraft;

Short and direct routes for baggage, cargo and mail, provided that their flows do not interfere with the flow of passengers;

Simple, fast and secure technology for handling baggage, cargo and mail;

Appropriate means for transporting passengers inside the terminal to the landing sites, as well as from one terminal building to another;

Protection of passengers from the influence of bad weather, noise, jets of aircraft engines and the smell of fuel and lubricants;

Close connection of the platform with the terminal building, passenger service and baggage handling technologies;

Availability of means of mechanization of production processes that guarantee quick service for passengers, unloading, loading of luggage and cargo and preparing aircraft for the next flight.

Conclusion

No company can carry out market analysis, planning and control of its activities without researching its target audience, competitors, intermediaries and other subjects and forces operating in the market. Also, the normal functioning of the organization is almost impossible without the collection of comprehensive information on the level of sales and prices. In the market of any branch of business, it is impossible to find a firm that would be completely satisfied with the marketing information that can be collected. Therefore, the key to efficient airlines is conducting marketing research.

Good market research can contribute to the success of an airline's efforts. In a poorly designed study, time and money can be wasted and ineffective. In this case, the company may go bankrupt, losing both funds and potential buyers. To prevent such a situation, enterprises are required not only to hire qualified marketing workers, but also to ensure that they use the right research methods, correctly calculate all indicators and apply the full range of marketing tools.

The main task of forecasting passenger traffic is to establish the needs of the population in movement and determine the volume of traffic and passenger traffic in transport in the forecast period, as well as the development of planned indicators for directions in order to prepare for the development of upcoming traffic and to develop other sections of the transport plan.

The greatest influence on the volume and structure of passenger traffic is exerted by the population, economic development, incomes of the population, the cultural standard of living of the people, the growth of cities, the development of the sanatorium and resort network and tourism, the level of passenger tariffs and other factors. The level of passenger traffic can be estimated by the coefficient of population mobility, which is determined by dividing the number of passengers carried or passenger-kilometers by the average annual population.

In Russia and the United States, the financial resources allocated from the state budget for air transportation subsidy programs are almost equal in amount.

In the Russian Federation, there are 2 times fewer cities that, under subsidy programs, are provided with regular air communication with hub airports (hubs). In practice, there is no priority in allocating funds to provide air communication for cities whose livelihoods really depend on the availability of regular air communication with the “mainland”. In Russia, more funds are allocated to the program in the Volga Federal District (VFD) than in the United States is allocated to subsidize transportation in the state of Alaska. At the same time, in Alaska, there are almost 3 times more settlements covered by the subsidy program.

In general, the dynamics of the development of the domestic air transportation market does not fit into the generally accepted classical norms. The leaders of the world civil aviation estimate the ratio of growth rates of air transportation to GDP growth as 2:1. In our practice, the figures for the rapid growth of air traffic against the background of a practical halt in GDP cannot be explained. However, apparently, the period of extensive growth is coming to an end.

The air transportation market in the country has changed dramatically, with relative economic freedom and intense competition becoming its main characteristics; significantly reduced the volume of air traffic and aviation work; most airlines found themselves in a difficult financial situation, which does not allow not only to develop, but also to maintain their infrastructure; airlines have undergone corporatization processes, division into independent airlines and airports; The outdated civil aviation regulatory framework hinders the development and functioning of the Russian aviation market and the industry as a whole, leaving it without a future and practically excluding it from the global aviation community.

passenger air transport transport

List of used literature

3. GOST R 51004-96 Transport services. Passenger Transportation. Nomenclature of quality indicators.

4. Ashford N., Stanton. Kh.P., Mir K.A. Airport functioning / M, transport, 1991. - 372 p.

5. Ashford N., Wright I.Kh. Airport design / Per. from English. A.P. Stepushin / M.: Transport, 1988. - 328 p.

6. Gubenko A.V., Smurov M. Yu., Cherkashin D.S. Economics of air transport: Textbook for universities. Admiss. UMO - St. Petersburg: Peter, 2009. - 288s.

7. Kostromina E.V. Economics of airlines in market conditions / 3rd ed., add. - M.: Aviabusiness, 2010. - 304 p.

8. Kostromina E.V. Air transport marketing: Textbook for universities / M.: Infra-M, 2012. - 359p.

9. Kotler F., Armstrong G. Fundamentals of marketing. Professional edition. Per. Pelyavsky O.L. , Nazarenko A.V. - M.: Williams, 2010. - 1072s.

10. Kurochkin E.P., Dubinina V.G. Management of commercial activities of the airline / M .: Aviabusiness, 2009. - 536s.

11. "Information-model complex for the study of the civil air transportation market", E.N. Komaristy, Siberian Branch Russian Academy Sciences, 2006;

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