Analysis of the civil air transportation industry and assessment of the industry policy of the state. Features of the formation of the Russian air transportation market

The formation and formation of the modern air transportation market began in Russia in 1991. Against the background of general deregulation of the economy, privatization and price liberalization, in the air transportation sector, over several years, there has been a transition from a planned system of economic relations to a market one.

This transition was carried out in difficult conditions (unfavorable macroeconomic conditions, mistakes in rapid reform) and, ultimately, had a negative impact on the development of the aviation services sector. From 1990 to 2000 there was a sharp decline in the performance of air transport (Fig. 1), which was unparalleled in the world history of civil aviation.

Picture 1.
Passenger and Freight Turnover Dynamics (1930-2002)

Gradually, since 2000, the air transportation market began to regain lost ground. Today, it accounts for more than 12% of the passenger traffic and less than 1% of the cargo turnover of general transportation in Russia (Fig. 2). Compared to other sectors, it is developing dynamically. From 1999 to 2002 Passenger turnover increased by 25%, cargo turnover - by 18%. At the same time, in terms of efficiency, the airlines have achieved indicators that were not noted in the previous seven years. At the end of 2002, the passenger seat occupancy rate (calculated for all types of transportation) increased by 2.3% (up to 68.7%), while the commercial load indicator increased by 1.6% (up to 59.9%).

Figure 2.

The industry's financial results in 2002 were positive. For the second year in a row, civil aviation finished with a profit. According to preliminary estimates by the Ministry of Transport of the Russian Federation, the revenues of air carriers in 2002 amounted to about 146 billion rubles, which is 43% more than in 2001. The total profit for the same period increased to 9.5 billion rubles (6.5% of revenues).

However, the resulting profit falls mainly on the leading companies in the industry. 9.2 billion rubles were provided through the activities of Aeroflot, the State Air Traffic Control Corporation, the Pulkovo enterprise and the Sheremetyevo airport. The remaining 300 million are distributed among 233 airlines, 450 airports, aircraft repair plants and refueling complexes. It is obvious that the majority of companies in the industry, as before, turned out to be unprofitable, or do not carry out professional activities in the air transportation sector at all.

According to the Transport Clearing House, in 2002 just over 70 out of 235 officially registered airlines provided their production figures. At the same time, they account for almost 90% of the total passenger traffic and 80% of the transported mail and cargo.

Now big business is much more active than small regional carriers. The share of the leading airlines in the market is increasing every year, and in 2002 the 10 largest companies controlled about 70% of the market in terms of passenger traffic (Table 1).

Table 1.
10 largest Russian airlines by passenger turnover

10 largest Russian airlines by cargo turnover

According to the practice of world air transportation markets, such an indicator of concentration indicates high competition in the industry. Similar data for the national industries of European countries is much higher. The largest market participants in France and Germany account for about 80%-90% of the total market (Fig. 3).

Figure 3
Concentration of traffic in the national markets of individual European countries, %

Therefore, the Russian market must be highly competitive. However, in reality, the degree of competition depends on the region and airline routes.

On domestic profitable lines, there is a high congestion of routes; 8-10 air carriers operate on them with different flight frequencies. For example, 11 airlines operate on the route with the maximum carrying capacity Moscow-Sochi, and 6 airlines operate Moscow-St. Petersburg (Fig. 4). At the same time, in other directions, where air transportation is unprofitable due to the lack of effective demand, there is no real competition, and at best one or two regional air carriers operate.

Figure 4
The busiest Moscow air routes according to 2002 data

In general, only 35 Russian airlines operate on international routes (Table 2). Moreover, their activities are limited by the framework of intergovernmental agreements, and the so-called "informal quotas", that is, a preliminary agreement between state authorities and the airlines themselves on the right to carry out transportation on international routes.

A more regulated quota system also operates on domestic Russian airlines. Until recently, 26 domestic lines were quotas, but at the end of July, the Licensing Commission of the State Civil Aviation Service of Russia decided to reduce the number of lines from 26 to 15.

Table 2.
35 largest airlines in terms of passenger turnover on international routes in 2002, thousand passengers km

In the short term, the Russian aviation authorities are not going to completely abandon the regulation of the air transportation market, and the admission of any airline to the route will be carried out only by decision of the licensing commission. This means that barriers to entry into the market, both internal and external, remain, and the degree of competition of directions will also differ.

However, sequencing Russian air carriers today it is done in a different way. Now the state authorities are working on optimizing the structure of the industry and consolidating business by licensing and certifying the activities of air carriers.

Figure 5
Dynamics of the number of airlines in 1993-2002

In some cases, companies leave the market when the state cancels their certificates due to non-compliance with certification requirements. This was the case with 36 companies in 2001, with 42 companies in 2002 (Fig. 5). In the near future, the process of tightening the rules of certification and licensing will continue. Merger and consolidation processes will be encouraged at the state level. True, effective mechanisms have not yet been developed to stimulate the merger of airlines on a voluntary basis, the creation of alliances. And the exit from the market itself is not always carried out in a natural market way. Nevertheless, according to the plans of the Ministry of Transport of Russia, by 2010 the total number of carriers in Russia will be at the level of 100-150 airlines.

In general, the reduction in the absolute number of carriers should have a positive impact on the growth of the competitiveness of domestic companies, and, as a result, contribute to the activation of aggregate consumer demand.

Now the demand for the transportation of Russian airlines is not great. Behind last year only 26.5 million passengers used their services, while 627 thousand tons of mail and cargo were transported. For Russia, with an official population of more than 140 million people and a total area of ​​​​17075.4 thousand square meters. km is very small. Similar indicators for developed countries with a comparable territory are 10 times higher than in Russia. Therefore, the potential demand for air travel in the country exists. But it cannot be fully utilized due to the current macroeconomic situation, including the low living standards of the majority of the population, and low business activity in the regions.

As for real demand, it is developing quite dynamically, and over the past few years there has been a change in the structure of demand for air transportation with a significant shift towards the external market.

Demand for domestic air travel

Demand for domestic air travel has declined sharply since the early 1990s due to skyrocketing air fares. During the first 2 years of reforms, a much smaller number of the population began to use air transport (there was a 2-fold drop) and cargo turnover decreased (almost 4 times).

With the growth of business activity after the crisis of August 1998, the total volume of domestic indicators began to gradually increase. At the end of last year, the number of passengers and cargo transported amounted to 15.44 million people and 262.67 thousand tons, respectively (Fig. 6). The lines with the maximum carrying capacity, such as Moscow-Novosibirsk, Krasnodar-Moscow, Yekaterinburg-Moscow, etc., were in the greatest demand.

Today, the domestic market is mainly the market for business passenger transportation. Due to the low competitiveness of Russian tourism and low prices for railway tickets, the population prefers not to use air transport services for personal purposes.

At the same time, business trips are paid for by organizations, not by citizens themselves, so the price when choosing a transport ceases to be a factor determining demand. In the first place are the frequency of transportation and the convenience of routes.

If we evaluate the potential capacity of the domestic air transportation market, then it will directly depend on the dynamics of tariffs and the pace of development of the Russian economy. In the medium term, it is quite possible to attract the "middle class" to this market. According to the magazine "Expert", now it is about 25% of the population of Russia (about 36 million). How active its demand can be depends on prices, quality of service, frequency of flights and safety of Russian airlines.

Figure 6
Dynamics of passenger and cargo transportation on domestic and international airlines (1992-2002)

Demand for external air transportation

Demand for external air transportation did not cease to increase, despite the Russian crisis of 1990-2000. Its growth began with insignificant indicators (passenger turnover in 1992 was 14 billion passenger km, cargo turnover - about 500 million tkm), and as a result, over ten years, it amounted to 317% of the number of passengers and 420% of freight and mail traffic. There are three reasons for this explosive increase in international traffic: since the beginning of the 1990s, with the fall of the Iron Curtain, the volume of imported goods has increased, and there has been a boom in demand for tourist trips abroad.

Moreover, the increased demand of Russians for foreign trips was not entirely "natural" and was largely initiated by the policies of the airlines. Indeed, several years ago, Russian air carriers, together with travel operators, began to form and offer their customers special service packages, in which the cost of a round-trip flight to Turkey, Egypt, and Cyprus was offered at dumping prices. Air travel abroad has practically become cheaper than a holiday in Russia, and most tourists use the advantageous opportunity to spend a vacation abroad, take a vacation in Tunisia or a tour to Italy.

It is important that the companies themselves did not suffer from this at all. The profitability of international air travel is still much higher than that of domestic travel, with performance indicators for international air traffic statistics being higher than those for domestic flight statistics (Table 3).

Table 3
Comparison of individual coefficients for international and domestic traffic for 2002

Today, the external market has a much greater potential for further growth than the domestic one. First of all, we are talking about the geographical position of Russia, which allows transportation between Europe and Asia - the two largest economic regions.

At the same time, the growth of business activity in Russia itself, its further integration into the international system of business, political, and social relations will entail additional passenger traffic for both foreign and Russian citizens.

And, finally, additional demand in the foreign market will appear with the expansion of the activities of Russian air carriers abroad and their cooperation with world airlines. Already now in Russia the practice of interline agreements, code-sharing agreements, which are concluded by international companies with Russian carriers that are competitive in the world market, is widespread.

480 rub. | 150 UAH | $7.5 ", MOUSEOFF, FGCOLOR, "#FFFFCC",BGCOLOR, "#393939");" onMouseOut="return nd();"> Thesis - 480 rubles, shipping 10 minutes 24 hours a day, seven days a week and holidays

Gurieva Madina Taimurazovna Modern trends in the development of the world market for air cargo transportation: dissertation ... Candidate of Economic Sciences: 08.00.14 / Gurieva Madina Taimurazovna; [Place of protection: Mosk. state Institute of International relations].- Moscow, 2010.- 194 p.: ill. RSL OD, 61 11-8/110

Introduction

Chapter 1. Theoretical and methodological features of the analysis of the global air cargo market 11

1.1. The essence of transport services and the place in them of cargo air transport 11

1.2. The main factors affecting the state of supply and demand in the global air cargo market in modern conditions 27

1.3. Commodity and geographic structure of the global air cargo market 42

Chapter 2 Organizational aspects of improving the functioning of the global air cargo market 55

2.1. Features and prospects for the formation and modernization of the cargo fleet 55

2.2. Modern trends in optimizing the process of air cargo transportation in the world 70

2.3. Improving the functioning of the global air cargo market through innovation 81

Chapter 3 Prospects for expanding the activities of Russian companies in the global air cargo market 100

3.1. Analysis of the current state of air cargo transportation in Russia 100

3.2. Ways to increase the competitiveness of Russian air carriers in the world market 122

3.3. Innovative approaches to expanding the export of Russian air cargo services 134

Conclusion 149

Bibliography

Introduction to work

Relevance of the topic . In the current conditions of the development of the world economy, the importance of international transportation of goods is constantly increasing to ensure the smooth functioning of international trade in goods, as well as the supply of modern production and distribution systems. Air transport is one of the most dynamically developing modes of transport, whose importance is growing as the share of finished and high-value products in the structure of world trade increases. According to the International Air Transport Association (IATA), the share of air transport in the total volume of transported cargo in the world is 0.6%-2%, while the share of cargo transported by air in value terms reaches 35-40%.

The relevance of the research topic is due to the need to expand the activities of Russian airlines in the global freight market, to identify their potential in this market through a comprehensive study of current trends in its development and to determine the main factors that determine the competitiveness of airlines.

The current situation in the air cargo transportation market is characterized by a significant reduction in the volume of transported cargo, which is associated with the global economic crisis, as well as a number of factors that negatively affect the dynamics of demand for air transportation. Among these factors, one can note increased competition from other modes of transport (especially maritime transport), the instability of fuel prices, and stricter environmental requirements. In such conditions, it is important for carriers to strive to minimize costs and build a development strategy that takes into account the specifics of the current situation. Of particular importance at the moment are organizational innovations, new forms of cooperation and organization of the transportation process, the introduction of the latest achievements in the field of information technology to optimize the process of delivering goods by air and meet customer needs in parallel with cost reduction.

The particular relevance of this topic for the Russian economy is due to the fact that the share of Russian cargo carriers in the dynamically developing world aviation market is very small and does not correspond to the country's potential, due to its geographical location, level of development and the presence of its own aircraft building complex. In "Transport strategy Russian Federation for the period up to 2030” states that geographical features Russia determines the priority role of transport in the development of the country's competitive advantages in terms of realizing its transit potential, and today's volume and quality characteristics of transport, especially its infrastructure, do not allow to effectively solve the problems of a growing economy. All of the above fully applies to cargo air transport.

The degree of development of the topic in the scientific literature. The problems of the functioning of the global aviation market are widely considered in Russian and foreign economic literature, including in the works of such well-known domestic and foreign scientists as B.V. Artamonov, V.G. Afanasiev, V.D. Bordunov, E.V. Kostromina, K. Button, G. Butler, R. Doganis, N. Evans and others. However, the specifics of the modern development of the world market for air cargo transportation, the formation of competitive advantages directly for Russian and foreign airlines in this market remain problems that are not sufficiently covered in scientific research, which also determines the relevance of this study.

Purpose and objectives of the study. The purpose of this study is to identify current trends in the development of the global air cargo market and opportunities for expanding the activities of Russian companies in this market.

Such a definition of the goal involves setting a number of specific tasks, the consistent solution of which determines the structure of the study, namely:

identification and study of the theoretical features of the formation of the modern world market for air cargo transportation, the conditions for its functioning and the main factors influencing the trends and dynamics of the development of this market;

analysis of the features and prospects for the development of the air fleet used for cargo transportation in the world market, and their relationship with the competitiveness of cargo carriers;

study of trends in optimizing the functioning of the global air cargo market, including the introduction of elements of a business simplification system into the practice of cargo airlines;

identification and analysis of organizational innovations in the field of air cargo transportation, including a comparison of the advantages of various business models and their impact on the competitiveness of carriers in the global market;

analysis of the current state and prospects of the air cargo industry in the Russian Federation, as well as the identification of the most effective ways to increase the competitiveness of cargo carriers and the development of proposals for their implementation in the activities of Russian airlines;

formation of innovative directions for increasing the export of cargo air transport services in Russia.

When solving the above problems Special attention is given to the practical experience of foreign airlines and international organizations in this area, as well as the possibilities of its use by Russian market participants.

Object of study within the framework of the dissertation, the world market of air cargo transportation in its current state is presented as a promising direction for the development of the activities of Russian cargo carriers.

Subject of study of this dissertation are the current trends in the development of the global air cargo market and the factors that affect the competitiveness of companies in it.

Chronological framework of the study. The dissertation examines the development of the global air cargo market in the late 20th and early 21st centuries. The period from 1978 (the moment of liberalization of the aviation services market in the USA) to the present is analyzed. During this period, the world market for the transportation of goods and mail has undergone significant changes both in the volume and growth rates of traffic, and in the relative importance of the main factors that determine the competitiveness of airlines in the global air cargo market.

Theoretical and methodological bases. The development of the chosen topic was based on the study of articles and monographs by Russian and foreign scientists and specialists in the field of international transportation, logistics and aviation business: B.A. Anikina, B.V. Artamonova, V.G. Afanasiev, V.D. Bordunova, A.M. Gadzhinsky, V.S. Gryaznova, V.V. Dybskoy, E.V. Kostromina, L.B. Mirotina, V.M. Nazarenko, Yu. M. Nerusha, V.S. Nikiforova, D.S. Nikolaev, V.A. Persianova, K.I. Pluzhnikova, S.V. Sarkisova, A.A. Friedland, K. Button, G. Butler, R. Doganis, M. Christopher, N. Evans and others.

The methodological basis of the study was the works of domestic and foreign scientists devoted to the processes of globalization in international economic relations, the theory of international competitiveness, international trade in services: E.F. Avdokushina, V.D. Andrianova, O.T. Bogomolova, A.S. Bulatova, A.A. Dynkina, V.K. Lomakina, N.N. Liventsev, M. Porter, A.A. Thompson, A. J. Strickland and others.

The information base of the study was made up of regulatory, analytical and statistical materials of the Government of the Russian Federation, the Federal Statistics Service of the Russian Federation, the Ministry of Transport of the Russian Federation, the Federal Air Transport Agency, the Federal Service for Supervision in the Sphere of Transport, Russian and foreign specialized reference publications, materials of special reports and thematic reviews. The work uses monographs and scientific and analytical works of scientists specializing in transport issues, especially aviation, materials from Russian and foreign periodicals, studies of research centers and institutes of the aircraft industry, publications, reviews and reports of the World Trade Organization, the International Air Transport Association , International Civil Aviation Organization and other international organizations, Internet materials.

For the purposes of this study, statistical data and publications of Russian research institutes, reports and reports of scientific and practical conferences, materials of Russian and foreign publications on competitiveness in the international aviation market, annual reports and corporate materials of airlines and civil aircraft manufacturers, as well as expert estimates of leading aviation industry experts. The paper also considered analytical reviews and ratings compiled by the Financial Times and Expert PA agencies.

Scientific novelty. In the process of research in the dissertation work, the author obtained the following theoretical and practical results that determine the scientific novelty:

The essence and role of transport services in ensuring the continuity of the reproduction process in modern conditions, as well as the increasing importance of air cargo transport in the world economy in the context of globalization, are revealed. Based on the analysis of the composition and qualitative content of the factors that affect the dynamics of supply and demand in the global air cargo market at the present stage, the factors that currently have the most significant impact are identified: fluctuations in fuel prices; tightening requirements related to environmental protection and flight safety; as well as current trends in international trade and the introduction of the latest types of production organization and inventory management systems, in realizing the benefits of which air transport can play a decisive role.

The features and prospects for the formation of a cargo fleet in the context of globalization have been established. At the same time, the specifics of changes in the structure of the cargo air fleet were revealed, including a significant increase in the share of the latest wide-body vessels in it, which are most consistent with the geographical and quantitative distribution of cargo flows at the present time, as well as their qualitative composition.

As a result of the study of the organizational aspects of the functioning of the global air cargo market, significant opportunities for their improvement have been identified, including a significant reduction in the costs of cargo carriers associated with the prospect of introducing elements of a business facilitation system. It has been established that the use of this system in Russia requires the implementation of a set of measures aimed at both introducing technological innovations and improving the legislative framework, in particular, by joining the Montreal Convention of 1999, as well as introducing a program for electronic customs declaration of goods.

It is determined that state of the art industry involves the active use of innovations in the activities of companies, while at this stage organizational innovations become especially important, allowing to optimize the processes of introducing new methods of distribution and marketing, entering new markets, and introducing new business models. It is substantiated that, in relation to the industry under consideration, the most relevant innovations are the following: the emergence and development of such a form of cargo transportation as express transportation; formation of strategic alliances in the cargo market; activities of leasing companies on a new integrated basis, allowing carriers to expand their presence in markets, including those subject to seasonal fluctuations, without significant capital investments in equipment and costs for additional personnel.

It has been established that Russian participants in the air cargo market, despite the significant potential of the industry, do not play a comparable significant role in the world market. Proposals were formulated to introduce a number of measures into the activities of Russian air cargo carriers aimed at increasing their competitiveness in the world market, including the introduction of an international logistics approach to the provision of services as part of the proposed set of measures to increase profitability; horizontal and/or vertical integration; actions aimed at overcoming the imbalance in the most important areas, and others.

The relevance of state support for the aviation industry at the moment is substantiated, especially in the form of providing civil aircraft manufacturers with access to technologies and developments that were originally created for military purposes and financed by the state, and a set of state policy measures aimed at expanding the export of Russian cargo air transport services, in including the removal of duties on imported aircraft, which has no analogues in Russia, the promotion of the widespread introduction of international standards and mechanisms for safety auditing, electronic technologies, the promotion of competition in potentially competitive areas of airport activity, and others.

Practical significance. The main provisions and results of the dissertation were used by the author for scientific, educational and practical purposes and are reflected in published works.

The results of the study, the main provisions, conclusions and recommendations of the dissertation can be used at different levels of management of Russian airlines, and can also serve as the basis for further practical developments in the field of increasing the competitiveness of the Russian air cargo industry.

The results of the study can be in demand by ministries and departments in the field of transport and foreign economic activity, and, above all, the Ministry of Transport of the Russian Federation, the Ministry of Economic Development of the Russian Federation, the Ministry of Industry and Trade of the Russian Federation, the Ministry of Foreign Affairs of the Russian Federation, and will also be useful in the study of relevant issues in IMEMO Russian Academy of Sciences, OJSC VNIKI and analytical centers of the aviation industry.

In addition, the practical significance of the study is due to the possibility of using the materials and conclusions of the dissertation by scientific and educational institutions of an economic profile in the preparation of lecture courses and practical exercises in the disciplines "International transport operations and logistics", "Commercial logistics", "International commercial business", "Trade in services ”, “Transport management”, “Forwarding operations”.

Approbation of the results of the dissertation research. The main theoretical conclusions and provisions of the dissertation, as well as a number of practical proposals, were tested in the following forms: the author published 6 papers on the topic of the dissertation with a total volume of 3.0 p.p. (including auth. 2.8 p.l.)

The main theoretical provisions and practical conclusions of the dissertation were also tested by the applicant at the IV International Logistics Forum “Logistics. Merchandising. Supply” (ITKOR Institute, Moscow, October 26-29, 2009) and the seminar-conference “Logistics of production and trade organizations” (ITKOR Institute, Moscow, April 7, 2010).

Analytical materials of the dissertation and expert proposals of the author, based on the conclusions made during the preparation of this work, were used in the work of the airline "Atlant-Soyuz" when making management decisions.

The dissertation materials were also used in lecturing and conducting seminars on the courses "Fundamentals of Logistics", "International Economic Relations" at the Faculty of International Economic Relations of MGIMO (U) of the Ministry of Foreign Affairs of Russia, "International Transport Operations and Logistics" of the Faculty of MBDA MGIMO (U) of the Ministry of Foreign Affairs of Russia, " Transport support of foreign economic activity” IVES MGIMO (U) MFA of Russia.

The main factors affecting the state of supply and demand in the global air cargo market in modern conditions

The globalization of the economy and the accompanying processes of development of foreign trade exchange have significantly changed the volume and structure of the air cargo market, increased the requirements for the efficiency of transport systems. The changes that have taken place in air freight and express delivery services, which play an important role in the functioning of the international economy, are an example of how transport can enhance the processes of globalization. Moreover, as a result of these processes, the increase in the competitiveness of national transport service providers in the world markets and the growth of their exports become as important a component of the country's national product as the export of goods.

It should be noted that air cargo carriers, as well as other companies providing transport services, are constantly in a rather difficult, somewhat ambiguous position, due to the specifics of the transport service itself. In different periods of time, two different approaches to the definition of the essence of transport were common. Among Soviet scientists, the concept was very common, according to which transport (or at least freight transport) is not a branch of the service sector, but the fourth sphere of material production, the result of which is transport products. According to the definition of K. Marx, “besides the mining industry, agriculture and manufacturing, there is a fourth sphere of material production ... This is the transport industry, it doesn’t matter whether it transports people or goods” According to D.S. Nikolaev, although transport products (that is, the process of transportation carried out by vehicles) do not have a material form, unlike other sectors of the national economy, they are, nevertheless, material in nature. Among the supporters of this concept, it was believed that this was confirmed by the fact that material resources are spent in the process of moving, the rolling stock wears out, the labor of transport workers is used, etc. .

For the purposes of this work, we prefer the modern definition of transport as a service industry, reflected, for example, in the classification of the General Agreement on Trade in Services (GATS), and the works of leading Russian experts in the field of transport and international economic relations.

Transport is a branch of the service sector that transports passengers and goods along the lines of communication. This movement, produced and consumed at the same time, has its value and, as a specific service, has its market price. The cost of the transport service increases the price of the goods that existed before its movement, although its material form remains unchanged during transportation.

Regardless of whether transport is considered as a sphere of material production or as a service sector, the extremely important role of transport in the process of social reproduction is undeniable. When a commodity moves from the place of production to the point of consumption, in a sense, the "process of production of the commodity within the sphere of circulation" continues. Without the participation of transport, the goods cannot be consumed, and the process of the national economic cycle is completed. Thus, the importance of transport for social reproduction is obvious.

The specifics of transport lies in the fact that since the material form of the goods remains unchanged during transportation, the owner of the goods is interested in the minimum price of movement to maintain an acceptable share of the transport component in the price of products at the point of consumption, and the delivery process itself is as fast as possible. (after all, while the goods are in transit, the funds invested in them do not participate in the turnover) and safe (meaning the immutability of the goods during their transportation).

Satisfaction of these needs for a transport enterprise means higher labor and capital costs, and, accordingly, a higher cost of transportation, because the manufacturer of the transport service is interested in such a price for his “goods” that would not only cover his costs, but would also make the transport business profitable. .

Therefore, the entire course of development of scientific and technological progress in transport is due, on the one hand, to the need to meet the needs of society in the movement of goods and people, ensuring high speeds and safety of goods and people along the way, and on the other hand, the growing importance of maximizing cost reduction. However, the combination of these requirements for transport with the need to take into account other public interests, such as, for example, environmental protection and compliance with safety standards in the implementation of this service, is becoming increasingly important. From the author's point of view, it is the air transportation sector that is able to most effectively ensure the fulfillment of these requirements for the transportation process, since it is air transport that is characterized by the highest delivery speed and the degree of cargo safety in transit. The development of this sector is necessary to ensure the country's foreign trade relations and directly affects the competitiveness of the economy in the world economy.

The peculiarity of the transport services market is also that it has the features of a monopoly market, where the effect of market relations is objectively limited by a number of factors. Firstly, transport is traditionally regarded as a strategically important sector of the economy, ensuring the development and strengthening of the national state community of people.

Secondly, transport services make a great contribution to ensuring a single set of vital conditions throughout the country,

Thirdly, transport (depending on the specific type) requires large capital investments for construction and operation, as well as costs associated with land management.

Fourth, enterprises in the services sector with a dominance of natural monopoly may belong to the non-state sector and are subject to legislation restricting free market competition. Although transport services are predominantly classified as so-called regulated services, the degree of strictness of their regulation varies. There are many exceptions to the legislation on the restriction of free competition and private enterprise in the service sector with the dominance of a natural monopoly. At the same time, in the practice of economic activity of the transport sectors, there are the following methods of state regulation: control and licensing of the entry of a new company into the service market, the right of its existence, up to the termination of the company as a whole and its individual operations;

Commodity and geographic structure of the global air cargo market

In July 2008, the price of crude oil hit $147 a barrel and jet fuel hit a record high of $180 a barrel. The fall in oil prices on the world market that has since then has not significantly improved the position of air carriers for the following reasons: firstly, jet fuel prices are falling much more slowly and the so-called crack spread (oil-product spread) has grown from 25% to 45%. %; secondly, the growth of the dollar somewhat offset the benefits for non-US airlines - at the end of 2008, "spot" jet fuel prices in the US were 57% lower than in July, while in Europe prices in euros fell only 48%. %; thirdly, the hedging that almost all air carriers used during the period of rising oil prices did them a disservice during the period of price decline. Thus, when making forecasts for 2009, IATA experts proceeded from a price of $100-110 per barrel of crude oil (in December 2008, the forecasts were already revised to $60 per barrel). By itself, a $40 per barrel price cut could cut airline fuel costs by more than $60 billion a year, but the hedging effect was more negative for air carriers in the fourth quarter of 2008 and early 2009. Therefore, the real price of fuel for airlines decreased by only $17 per barrel, and the numerous measures taken by carriers to reduce fuel consumption remained relevant. Fourth, the re-started growth in oil prices forces us to revise all forecasts - already in June 2009, the price of oil was 75% higher than the lowest point reached at the end of 2008. Although the crack-spread was reduced to 15% due to underutilization of refining capacity, the price of jet fuel reached about $80 per barrel in the fall of 2009, pushing the aviation industry's total fuel spending in 2009 to over the $106 billion target. also that the average age of cargo ships is significantly higher than that of passenger ships (25 and 13 years, respectively), so fuel saving measures are still less effective here. The issue of fuel economy is also very important from the point of view of the environmental friendliness of air travel. In general, the main problems of air transportation related to environmental protection include the problem of the noise level during takeoff and landing on the territories of airports and adjacent areas and the problem of emission (release) of harmful substances (local, that is, polluting the territories adjacent to airports and negatively affecting the health of people living nearby, and global, that is, associated with an increase in the so-called "greenhouse effect").

According to the Intergovernmental Panel on Climate Change (IPCC), the transport sector accounts for about 13% of greenhouse gas emissions, including about 2% from aviation. First of all, we are talking about emissions of such a substance as carbon dioxide (CO2), which is directly related to fuel consumption. The International Air Transport Association is taking a number of measures to reduce harmful emissions. These measures include the use of more direct (i.e. shorter) routes, the implementation of the most efficient methods of operating ships, saving time in transit and when maneuvering: the use of more direct (i.e. shorter) routes: according to ICAO, only in 2005, work on the implementation of relevant changes on about 300 routes allowed to reduce CO2 emissions by 6.1 million tons and save $1.2 billion; adoption of the most efficient ship operating practices resulted in 4.3 million tonnes of emissions reduction and $800 million in savings in 2005); savings in travel and maneuver time have already saved 2.5 million minutes of flight time, which burns an average of 49 kg of fuel per minute; as a result, there was a reduction in harmful emissions by 1.5 million tons, and a savings of $ 300 million was achieved). Increased noise levels are another important factor causing negative public attitudes towards the operation and expansion of airports, both in developed and developing countries. In fact, the level of noise emitted from aircraft during takeoff and landing at a particular airport depends on a number of factors, including the type of aircraft, the total number of takeoffs and landings per day, general conditions operation, the time of day at which take-offs and landings are made, the type of runway, weather conditions and a number of other factors. international organization Civil Aviation Authority (ICAO) has been taking numerous measures to reduce noise levels since the 1960s. It should be noted that the planes leaving the assembly line today are about 75% less noisy than 40 years ago.

The main innovative developments in this area are related to the following areas: - reducing noise at the source (new aircraft must comply with ICAO requirements for noise measured at three points: during approach, takeoff, climb); - planning and management of the use of territories (measuring the noise level in the immediate vicinity of airports, prohibiting the location of schools, hospitals, religious buildings and some other institutions in this zone and a number of other measures); - measures to reduce noise during operation (changing routes, approach patterns, climbing rules, location of runways, that is, the redistribution of noise produced to reduce the impact on the most sensitive areas around airports); - restrictions on operation (ban on the operation of all ships at certain times of the day or a ban on the operation of a certain type of ship, which has created, for example, serious problems for Russian carriers in Europe since the beginning of the current decade - even Soviet-made ships did not meet ICAO requirements and needed at least least in the installation of an additional and expensive noise suppression system).

It is also planned to introduce the so-called "market measures", which may include three main elements:

Trading Scheme), or rather, its extension to aviation. Under the rules of this system, it is planned to establish a certain maximum total amount of carbon dioxide emissions, within which each company will have a permit for a certain amount of emissions (it has not yet been decided whether these permits will only be sold, or companies will receive a certain minimum amount for free). Permits can be freely sold and bought, including from companies from other industries. If the price of the permit is higher than the company's expected costs of reducing emissions, this will stimulate measures to reduce emissions of harmful substances. Conversely, if the price of permits is lower than the cost of abatement, companies will be more likely to purchase permits. In our opinion, based on the current situation, the aviation sector will most likely be a net buyer of permits; a system of environmental taxes and fines (such as, for example, a fuel tax, a tax on emissions in flight, and others). Such a system will directly affect the demand for transportation (additional taxes passed on to customers will lead to a reduction in traffic volumes and, consequently, emissions), as well as encourage airlines to introduce a variety of technical and organizational measures to reduce emissions if taxes will be high enough. In principle, it is expected that most of the funds from the system of environmental taxes will be sent back to the industry from which they came, to take such measures to reduce emissions of harmful substances, such as accelerated decommissioning of old aircraft models, financing of technological innovations that contribute to environmental protection;

Modern trends in optimizing the process of air cargo transportation in the world

For all Russian airlines, including the most successful ones, the most serious problem was the problem of the obsolescence and physical deterioration of aviation equipment, for which there were practically no funds to upgrade. Instead of a single monopoly carrier - the strictly regulated, state-owned and largest company in the world Aeroflot - a huge number (more than 400) of independent carriers of various forms of ownership has emerged. Most of of these companies was so small, and therefore economically unpromising, that it did not even have sufficient funds to maintain the fleet of aircraft that they actually got for free. Moreover, after the country's transition to a free market, airlines found themselves in unusual conditions of functioning as independent business entities. Without government subsidies, clear regulation, and in an environment of relative economic freedom and fierce competition, the plummeting demand for air travel has left many companies in an extremely difficult position. Among the reasons for this difficult situation, one can note such as inefficient management, bloated staff, and, very importantly, outdated aircraft, for extending the service life, and even more so, for the replacement of which the airlines had no funds. This aircraft is uncompetitive for a number of reasons: it has a 1.5 - 2 times higher specific fuel consumption than foreign counterparts, does not meet modern international standards in terms of noise level, atmospheric emissions, aircraft navigation accuracy and other parameters. For the above reasons, flights of the Il-62 long-range aircraft were practically banned in the USA, and Tu-154, Tu-134 in Europe. The access of Russian aircraft to the Indian market was actually closed - this country introduced strict requirements for the availability of expensive airborne collision avoidance systems on board aircraft. Since April 2001, such systems have become mandatory for flights over Europe (the cost of re-equipping each aircraft is about 40 thousand dollars), as of April 2002, only 5 types of Russian aircraft (Il-96, Tu-204, Tu-154M) can fly over Europe , Yak-42 and Il-62, and only those built after 1990), since the restrictions for airliners in terms of noise and emissions enshrined in Chapter 4 of the Chicago Convention began to operate. For all other aircraft Russian production the cost of re-equipment can reach 2.5 million dollars.

In addition to the commercial inefficiency and uncompetitiveness of aircraft, a more serious problem arose: in 1993, when the single Aeroflot ceased to exist, the Russian aircraft fleet accounted for 26% of the world fleet. Since then, several hundred ships have been decommissioned annually, and practically nothing has been supplied to replace the "retired" equipment. According to the FAS, during 1998, 339 aircraft and helicopters of various types and purposes were decommissioned, including 130 large aircraft (cargo and passenger). In return, the airlines received only 4 aircraft of a new generation (domestic), while the number of foreign aircraft in the civil aviation of the Russian Federation almost doubled and reached 54 units in 1998. This number was sorely lacking to maintain an acceptable level of competitiveness - with a formal excess of obsolete aircraft and helicopters, the deficit of competitive carrying capacity by 2000 amounted to almost 30%. For all its paradoxical nature, the assertion that the reduction in freight traffic that took place was in the interests of carrier companies that could not cope with a large volume of traffic has a right to exist.

At the same time, there is an opposite point of view, which says that the fleet of Russian aircraft, in terms of its capabilities, still many times exceeds the transportation needs, since the sharp reduction in passenger and cargo traffic after the collapse of the USSR leaves a huge number of aircraft unclaimed. Despite the logic of such a statement, it is impossible to fully agree with it, since in addition to the physical development of a resource (aging), there is another aspect. Of the 5899 aircraft in the state register at the beginning of 2007, only 2680 were in airworthiness condition, that is, less than half, and about 1500 aircraft were actually in operation. At the same time, the fuel efficiency of classic Soviet-generation aircraft, designed for operation in a fundamentally different economic situation, turned out to be extremely low in the face of a rapid increase in fuel prices. The industry average fuel consumption indicator is 58 g/pkm, and for foreign-made ships - 39 g/pkm, and for new domestic ones - 51 g/pkm. It is very expensive to maintain the airworthiness of the outdated fleet of Tu-134, Tu-154, Il-86, etc.; the shortage of spare parts and a number of other technical difficulties raise the cost of operating new types, such as Tu-204/214 and Il-96. It should also be taken into account that the operation of such a large number of types of aircraft, as in modern Russian conditions, when most large companies operate and maintain 8-9 types of aircraft, is a very expensive enterprise. It is advisable to unify the types as much as possible, especially since the idea of ​​the maximum possible unification of aircraft has long been regarded as very sensible. It is known that almost every aircraft, including cargo ones, is a unique structure, but the main aircraft manufacturers admit that a certain unification of manufactured aircraft (especially cargo ones) could significantly reduce their cost, and hence tariffs. Thus, according to some estimates, the use of a huge number of parts and components from different suppliers leads to an increase in the cost of a civil aircraft by an average of 20%.

Therefore, airlines need aircraft, firstly, of a different passenger and cargo capacity, taking into account the needs of the market and its development trends; and secondly, they meet modern requirements for safety, noise and emissions, and fuel economy. All foreign airlines that intend to continue to be present and compete in the global market for world transportation are conducting an unprecedented re-equipment of their fleet, purchasing new, modern, fuel-efficient aircraft. In this respect, the current situation is fundamentally different from the previous one, when, in difficult economic conditions, airlines refrained from ordering new aircraft in anticipation of an improvement in their financial situation. In the current conditions, it is new aircraft with improved performance that are the main factor in reducing costs.

Ways to increase the competitiveness of Russian air carriers in the world market

Horizontal integration is also important. Strategic alliances of cargo airlines appeared on the world market somewhat later than in the passenger sector, although the need for “horizontal” integration in the air cargo market existed even earlier. In the current legal framework for air cargo transportation, it is not practical for a single airline to establish and operate a global route network. In addition, the creation of such a network would require huge financial costs. This is confirmed by the fact that today there is no traditional cargo airline that operates worldwide. Therefore, the expansion of horizontal ties, the establishment of partnerships in various forms is an essential and integral part of the strategy of a successful airline.

Clients are actually offered a single product - the conditions of transportation and the quality of services offered by alliance airlines are absolutely the same. It is the possibility of improving the quality of the service provided by all alliance member companies to the highest in the industry at the moment that, in our opinion, is a fundamentally new reason for the creation and prospects for the functioning of alliances in this area.

Due to the high cost of new vessels, about a fifth of orders for their production are placed by leasing companies, including those specializing in leasing under the ACMI system (aircraft, maintenance, crew and insurance), which includes leasing operations for cargo aircraft with a crew, maintenance and insurance, that is, the operator offers the airline a full package of services. Such leasing opens new opportunities for airlines: they can use the leased vessel when there is no certainty in demand, penetrating into new or trying to expand in old markets, and also offer their services in markets subject to seasonal demand fluctuations, all without large capital investments and additional costs, such as personnel or insurance. The analysis showed that such services are in demand in the market - they account for about 6% of cargo transportation in the world.

In Russia, in the air transportation sector, over several years, there has been a transition from a planned system of economic relations to a market one, and this transition was carried out in extremely difficult conditions, against the backdrop of general deregulation of the economy, privatization, and price liberalization, which ultimately had a negative impact on the development of the aviation services sector.

Under these conditions, airlines began to gradually develop new markets. At the same time, it should be noted the change in the structure of air transportation, which was expressed, first of all, in an increase in the share of international traffic. For all Russian airlines, including the most successful ones, the most serious problem was the problem of the obsolescence and physical deterioration of aviation equipment, for which there were practically no funds to upgrade. This aircraft is uncompetitive for a number of reasons: it has a 1.5 - 2 times higher specific fuel consumption than foreign counterparts, does not meet modern international standards in terms of noise level, atmospheric emissions, aircraft navigation accuracy and other parameters.

As a result of the study, it was revealed that airlines need aircraft, firstly, different from the available passenger and cargo capacity, taking into account the needs of the market and its development trends; and secondly, they meet modern requirements for safety, noise and emissions, and fuel economy. All the world's leading airlines, which intend to continue to be present and compete in the global market of world transportation, are conducting an unprecedented re-equipment of their fleet, purchasing new, modern, fuel-efficient aircraft. In this respect, the current situation is fundamentally different from the previous one, when, in difficult economic conditions, airlines refrained from ordering new aircraft in anticipation of an improvement in their financial situation. In the current conditions, it is new aircraft with improved performance that are the main factor in reducing costs.

It seems that the main way for Russia to remain competitive in the world market would be the abolition (possibly temporary) of import duties on those types of aircraft in the production of which, at this stage, the positions of domestic manufacturers have been completely or partially lost, that is, long-haul and medium-haul wide-body aircraft.

At present, a rather specific situation has developed in Russia in the field of air cargo transportation, which is characterized by certain features. Note the continuing disproportion between internal and international air transportation. Over the past 15 years, the ratio between them has reached 1:3 in favor of international ones. The development of domestic Russian freight traffic is a topical issue, but a very complex one. Demand for such transportation should exist at least due to Russian geography, however, during the many years of a decline in air transportation, shippers have reoriented their logistics schemes to ground transport- railway, water and automobile. Therefore, air transport schemes need to be restored or created anew, which can take a lot of time.

A great impetus to the development of Russian cargo transportation and the economy as a whole could be given by harmonization with generally accepted international standards of customs rules, simplification of procedures and the development of modern technologies.

According to the author, in order to successfully integrate Russian cargo carriers into the world market, they, first of all, should take into account and make the most of the advantages that the specific geographical location of the country and the availability of a fleet of aircraft, which many companies got practically for free, can give; as well as a competent approach to managing activities, modern technological advances and the introduction of an international logistics approach to the provision of services.

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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 civil air transportation industry and assessment of the industry 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 - large territory and the low density of the land 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 forms and tools 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.

On the market regional air transportation the object of sale and purchase are services for the transportation of passengers, which, first of all, have the traditional properties of a service, such as intangibility, inability to accumulate, 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 own 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 operating on domestic airlines no more than 1000 km long.

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 for the carriage of passengers, as well as carry cargo and mail in special cargo compartments. 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

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 degree of development of the network. overhead lines airlines 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 availability constraints free territories and air traffic, 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 are in a dominant position) can offer services at lower 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 industries

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, the company's organizational structure, the structure of ground services, and strengthen their market positions. 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 orders for passenger aircraft. Global economic crisis forces airlines to adjust their short-term plans for renewal and 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

In the next five years, the market will grow, but at a slow pace on average by 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 on the routes of the regional and local importance there is practically no competition.

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 the Volga 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 jets. 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. Transitional period from the administrative system to legal regulation is the most complex and fraught with the condition of uncertainty (which can cause loss of control over the reliable functioning of the entire air transport system). In Russian legislation, there is already a law of the Russian Federation "On the protection of consumer rights" and " Air Code RF”, which require state regulatory authorities and the operator to ensure the safety of life and health of people, which should be supported by the introduction of standardization and certification of air transport facilities and aircraft operation processes. 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 new market transit air transportation 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 the regions of the Far North and equivalent areas;

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

2. Information 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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