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

Passengers began to fly more often

According to the Federal Agency air transport(Rosaviatsia), in January-December 2017, Russian airlines carried 105.1 million passengers, which is 18.6% more than in the same period last year. Passenger turnover of Russian airlines in 2017 increased by 20.3% Note that passenger turnover increased by 20.3%. The main dynamics was demonstrated by the international direction. The volume of transportation abroad increased by 32.1% and amounted to 42.5 million people. In domestic traffic, 62.6 million people used the services of airlines, which is 10.9% higher than last year.

If we talk about major players, it can be noted that the top 5 Russian airlines increased the volume of passenger transportation by 16% in 2017. Aeroflot traditionally accounts for the largest volume of traffic. Last year, the airline transported 32.9 million passengers, which is 13.3% more than last year. Aeroflot's subsidiary Rossiya Airlines, which occupies the second position in the top 5 largest Russian air carriers, demonstrates the highest growth in passenger traffic. In 2017, 11.2 million people used its services, which is 37.7% more than in the same period in 2016. It should be noted that the airline "Ural Airlines", which is on the fourth line of the rating, also significantly increased the volume of passenger transportation, up to 8 million people (+23.7% compared to 2016). The third place is occupied by Siberia Airlines with a result of 10 million passengers. The growth rate compared to the previous year amounted to 4.6%. And the top 5 is closed by UTair, which transported 7.3 million people, which is 9.7% higher than last year.

At the end of the year, charter carriers demonstrate the highest growth rates in the volume of passenger traffic. Thus, the highest dynamics in the results of work in 2017 and the highest growth in passenger traffic was demonstrated by the airline "North Wind" - an increase compared to the same period last year by 98.4%, to 3.5 million people. Other charter carriers last year also increased passenger traffic. Thus, Red Wings added 75.5%, transporting 1.6 million people over the specified period, and AZUR air showed an increase of 59.9% due to the transportation of 3.7 million passengers. Also, Royal Flight and Icarus show good results in 2017: 50.8 and 39.8%, respectively. At the same time, AZUR air and Royal Flight have the highest percentage of passenger seat occupancy - 96.6 and 93.4%, respectively.

In addition, for last year the process of passenger seat occupancy increased by 2.1% for all Russian airlines. As a result, this figure was 83.2%.

Loads are pulled into the sky

According to the Federal Air Transport Agency, over the past year, the volume of cargo and mail transportation increased by 15.7% and amounted to 1.13 million tons. The main share of cargo and mail in 2017 was sent to international traffic. Over the past year, this indicator increased by 19.5% compared to the same indicator in 2016 and amounted to 842.6 thousand tons. The volume of domestic traffic also increased by 6.1% and amounted to 288.1 thousand tons. -5 largest Russian airlines increased the volume of cargo and mail transportation by 17.1% in 2017 compared to the same period in 2016. The largest volume was transported by AirBridgeCargo, which ranks first in the top 5 - 565.5 thousand tons of cargo and mail, transporting 12.8% more goods than in 2016. The highest growth rates of indicators are demonstrated by “Russia”, which closes the rating. The air carrier increased the volume of cargo and mail transportation by 52.8% compared to last year. This is 32.8 thousand tons of cargo and mail. Aeroflot is in second place in terms of traffic volume with a result of 226.6 thousand tons at the end of the year, which is 29.1% higher than in 2016.

The rest of the players transport not so large volumes, and if Rossiya continues to increase the figures at the same pace, then it may well displace Volga-Dnepr and Sibir this year. Moreover, Sibir, which occupies the fourth position, at the end of the year reduced the volume of cargo and mail transportation by 0.3%, to 34.8 thousand tons. of the largest air carriers, transported 37.6 thousand tons over the specified period, which is 14.4% more than in the same period last year. In general, the top 5 air carriers delivered 897.3 thousand tons of cargo in 2017.

Since the beginning of 2017, UTair Aviation has reduced the volume of cargo and mail transportation by 2.9% compared to the same period last year. In January-November 2017, she delivered 21 thousand tons of cargo and mail. Negative dynamics has been observed since the beginning of the year. This led to the fact that the air carrier is no longer included in the top 5 largest airlines in Russia and is already in seventh position.

As a result, over the past year, the percentage of commercial load of all Russian air carriers increased by 1.3% and amounted to 69%.

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Ministry of Education and Science 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. Exclusively importance 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 the forms and instruments of state participation in the field of civil air transportation as a fundamental industry complex for the Russian economy.

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

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

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

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

civil air transportation market

1. ANALYSIS OF THE CIVIL AIR TRANSPORTATION INDUSTRY IN RUSSIA

1.1 Product and geographical boundaries of the product market

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

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

Airport Chita

· Vladivostok Airport;

· Pulkovo;

· Kazan;

· Domodedovo;

· Emelyanovo;

· Terrible;

· Khabarovsk (New);

· Kurumoch;

Sheremetyevo;

Vnukovo, etc.

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

In the regional air transportation market, the object of sale and purchase is passenger transportation services, which, first of all, have the traditional properties of a service, such as intangibility, inability to accumulate, the inseparability of the consumption process from the production process of the service, and the variability of the quality of the service. In addition, air transportation is characterized by specific features, which include high speed and regularity of flights, high cross-country ability. 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 per international destinations 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 developed countries, which 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 that carry out transportation on domestic airlines with a length of not more than 1000 km.

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

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

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

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

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

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

1.5 Characterization and evaluation of entry and exit barriers

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

Table 4 Classification of barriers in the industry

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

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

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

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

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

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, geographical direction and degree of development of the airline's air lines network and a number of other parameters. At the same time, the activity of any airline will be effective only if the available carrying capacity of the aircraft fleet can be used with a high utilization factor for the maximum payload of aircraft (within 0.6 - 0.7) and with a sufficiently high average annual flight hours for the average airplane.

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

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

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

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

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

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

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

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

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

1.7 Main economic characteristics 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 the volume of air passenger transportation Russian airlines in January-June 2009 was 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 passenger aircraft orders that began in 2003. The global economic crisis is forcing airlines to adjust their short-term plans to upgrade and modernize their 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 deliveries and orders for aircraft and aircraft engines) were studied and development forecasts were formed Russian market air transportation. (clause 1.7.)

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

2.1 Goals and content of the sectoral policy of the state

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

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

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

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

The main directions of this program are:

Current state subsidy program

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

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

300 million rubles - subsidizing air transportation in 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 aircraft will need to be replaced. The available carrying capacity of the current fleet will be halved by 2020, while the required carrying capacity of the fleet will have to increase by 90%. This determines the significant needs of airlines in the further renewal and expansion of the fleet of regional aircraft.

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

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

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

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

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

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

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, is 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 the European part of the country and in the opposite direction, and from Kaliningrad region to the European part of the country and vice versa;

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

Hosted on Allbest.ru

...

Review of the state of air transportation in Russia in 2010

The past year is estimated by the expert community as a period of aggressive recovery of the industry. Public estimates are more than optimistic. Russian airlines carried almost 57 million passengers. Growth by 2009 was 26.2%, by 2008 - 14.3%. In terms of completed passenger turnover, they came close to the figures of 1991, and in terms of passenger transportation they reached the level of 1992. The growth of economic indicators was accompanied by an improvement in the use of the aircraft fleet. The percentage of passenger seat occupancy of aircraft for the year amounted to 78.2%, by 3.9 p.p. higher than in 2009. The percentage of commercial load increased by 1.8 p.p. The dynamics of passenger traffic, and the increase in their volume occurred both on domestic and international airlines, is ahead of other modes of transport. The dominant position is occupied by 35 airlines, which account for 98.4% of passenger turnover. They ensured an increase of more than 12 million passengers carried.

Against the backdrop of passenger air transportation, cargo seems to be more closed for analysis, although they account for a quarter of the total volume of work. In 2010, the volume of freight traffic increased significantly. Cargo turnover increased by 32.4% compared to 2009, and by 27.6% since 2008. In 2009, it exceeded the 1991 figure by 2 times. During the year, more than 925 thousand tons of cargo were transported, including 662 thousand tons - for international lines, 263 thousand tons - on domestic, of which about 18 thousand tons - on local. More than 70% (650 thousand tons) of cargo transportation was carried out by five airlines. Their overwhelming market size is international. The top five airlines, performing about 50% of domestic cargo traffic, include only two from the consolidated list. Three carriers not included in this list performed 2/3 of the volume of cargo transportation on international air routes. The domestic fleet of cargo aircraft is aging, modernizing slowly, and its area of activity is limited. Behind the overall very positive figures, there is a significant lag in the development of air cargo services within the country.

In 2010, the financial capabilities of airlines did not undergo significant changes. The debt load has grown strongly.

Russian airlines have gained some experience in doing business in extremely difficult crisis conditions. But, apparently, the confidence of financial circles in them has not yet been fully restored. This is probably also due to the peculiarities of the application of national air, customs, antimonopoly, tax and other types of legislation, which, of course, complicates the process of achieving modern look does not improve its investment attractiveness.

The tax burden on airlines is not reduced. With the introduction of the norms of the Federal Law of December 23, 2010 “On Amendments to the Federal Law “On Additional Social Security for Civil Aviation Flight Crew Members”, the tax burden on the payroll in 2011 was estimated at 29%.

The financial situation of most airlines remains difficult. Including because the dynamics of changes in expenditures does not actually change. The requests for services of subjects of natural and other monopolies are growing and carefully satisfied by regulators. The problem of prices is becoming more and more acute. The rejection of the possibility of developing developed competitive relations in the market of monopoly services due to competition in terms of price-quality ratio, as well as the orientation towards innovative development, leads to the rejection of the main factor - the motivation to expand domestic demand and, as a result, the degradation of infrastructure, both ground and and air.

Therefore, the conviction continues to exist that the increase in service charge rates, while solving the budgetary problems of service providers, has practically no effect on the ticket price and, accordingly, does not affect the volume of traffic. This is certainly an erroneous opinion. The pricing chain adopted today in the Russian aviation business makes the prospects for the development of domestic civil aviation very unsteady and requires fundamental amendments.

On the other hand, no less controversial and in no way arising from the context of the development of world civil aviation is the opinion that it is necessary to regulate the tariffs of air carriers, to create a certain methodology for this. Thus, as it were, the principle of pricing in a competitive environment is rejected - the balance of supply and demand, which is quite clearly formulated in Article 64 of the Air Code of the Russian Federation.

In the past, lowering the revenue rate per transportation unit (tkm) below the cost of transportation resulted in a loss in 2008 and 2009. 12.2 and 3.2 billion rubles, respectively. The overcapacity that formed at that time led to a drastic reduction in real (rather than average) tariffs, and this, in turn, led to an even greater decrease in revenues. In 2010, the airlines took, it seems, already exhaustive measures to reduce their own costs, they used all the reserves. However, the financial situation of most of them is not improving. At the same time, today the loss of almost any carrier will necessarily lead (although there are different opinions on this matter) to the loss of a certain sector of the market, of course, if this sector does not close to Moscow with its peak. And in the markets to the east Ural Range it's more than obvious.

The data of 2010 give hope for a positive result; a profit of about 10 billion rubles was received. However, with a high probability it can be argued that domestic transportation will continue to generate losses.

The forecast of the Federal State Unitary Enterprise GosNII GA focuses on maintaining the growth rate of air transportation at the level of 7-10% per year for the coming years.

The structure of passenger traffic. Of the 35 leading airlines, 25 are located in the European territory of Russia and only 10 (including formally) beyond the Urals.

The post-crisis spurt affected all spheres of passenger air traffic. Compared to 2009, international flights increased by 30.3%, domestic - by 22.6%, including 14.1% on local airlines.

Aviation mobility of the population has intensified. The number of trips by air transport of Russian residents increased from 0.3 to 0.4 units over the year. The satisfaction of the growing demand was ensured by the timely increase in the offered capacities. In 2010, about 72.8 million seats were provided to passengers, almost 20% more than in the previous year. At the same time, it should be noted that the supply growth rate in 2010 turned out to be lower than the demand growth rate.

Transportation on international airlines increased by 6.5 million in a year. Nearly 28 million passengers were transported, of which more than 17 million were carried by the top five airlines. There is a slight increase (6%) in the average transportation distance.

During the year, 40.9 million passengers of international airlines were served at Russian airports, including 30.3 million on regular flights and 10.6 million on charter flights. In relation to the previous year, irregular transportation increased by 22.7%, and by 6.5% compared to the pre-crisis year of 2008.

Of the total number of international airline passengers served at airports, 66.9% were carried by Russian airlines, and 55.4% on regular routes. At the same time, there is a tendency to increase the share of foreign airlines. During the year, they carried 13.5 million passengers, which is 2 million more than in 2009. It is possible that this, among other things, was the result of attempts to limit the competition of Russian airlines when flying abroad.

On domestic flights 29.2 million passengers were transported, 5.4 million more than in the previous year and 3.0 million more than in pre-crisis 2008.

The entire increase in air transportation is provided by 35 airlines. Operators not included in the rating list carried 18.6% fewer passengers than in 2009 (about 400,000 people in total).

The geography of domestic air lines practically does not change. Moreover, there is a narrowing and deformation of the air transportation market. Over half of it was concentrated on lines connecting only 25 pairs of cities. In each of these pairs, one of the points is Moscow. With a decrease in the number of participants (and this is the case), the motivation to create new markets has noticeably decreased. All efforts are spent on the distribution and development of existing ones, which, of course, is not constructive from the point of view of the development of the industry.

At the same time, the concentration of traffic at the airports of the Moscow Aviation Hub (MAU) continues to grow. The intensity of the work of Moscow airports is growing with greater intensity than the dynamics of growth in passenger traffic. During the year, they served 22 million domestic passengers, 25.2% more than in 2009, while the same indicator of transportation by Russian airlines increased by 22.6%.

In this sense, it is of interest to compare the dynamics of the ratio of the number of domestic passengers served at UIA airports to the number of passengers carried on domestic routes. In 2010 it was 75.4%, against 73.9% in 2009.

The downward trend in the share of passenger traffic on local airlines in the total volume of traffic on the domestic aviation market continues. In 2007 it was 9.3%, in 2008 - 8.0, in 2009 - 5.8 and in 2010 - 5.3%.

The main reasons for the unsatisfactory development of regional and local passenger transportation continue to be:

a small number of market participants;
degradation of the airport (aerodrome) infrastructure;
slow replacement of the aging domestic aircraft fleet.

Aircraft fleet. The commercial fleet of civil aircraft with an airworthiness certificate includes more than 2,000 units. In its structure, 30% are passenger aircraft, 6 are special cargo aircraft, 27 are light and business aircraft, and 37% are helicopters. About 20% of the fleet are foreign-made aircraft. The share of foreign cars in the annual volume of aircraft arrivals approached 90%.

The structure of passenger turnover carried out by Russian airlines in 2010 is as follows:

on modern domestic aircraft - 6%;
on domestic aircraft of previous generations -11%;
on foreign-made aircraft - 83%, which is 9 p.p. higher than in 2009

During the year, the aircraft fleet was replenished with 91 passenger aircraft, 10 cargo aircraft and 97 helicopters. Its renewal gives tangible results in terms of reducing fuel consumption per unit of air transport work. For 2009-2010 specific consumption fuel decreased by 24%. The total annual consumption of it by Russian airlines has increased by 30% over 10 years, while the total volume of traffic has increased by 2.5 times.

The need for airlines to upgrade the fleet is growing. The incoming individual copies of domestically produced aircraft do not satisfy consumers, primarily because of their insufficient level of operational competitiveness. Gradually comes the understanding that the effectiveness of protectionist measures has temporary and linear limits. There are additional incentives to upgrade the park. The trend of priority demand for foreign-made aircraft, including due to changes in customs rules for a number of items of aviation equipment in connection with the creation of the Customs Union, is growing. The range of civil passenger aircraft imported under conditions of full conditional exemption from customs duties and taxes is expanding.

Airport activities and ground handling. In 2010, the investment program provided for the financing of 48 airport facilities with the volume of state capital investments of 22.6 billion rubles.

Currently, there are 332 aerodromes in the register of civil aviation aerodromes, 117 of them form the national basic aerodrome network. In 2010, the development of the airfield network was carried out as part of the implementation of four federal targeted programs. The most intensive reconstruction of airfield complexes is carried out

at the airports: Sochi, Vladivostok, Kazan, as well as the Moscow Aviation Hub.

In order to implement the program for the development of regional transportation, the Government of the Russian Federation decided to provide assistance to the constituent entities of the Russian Federation in the construction of 50 runways (runways) at airports in the Far North and the Far East.

In terms of the composition and quality of the services provided, many airports are far behind in their development. A systematic and significant increase in the rates of fees does not solve the problem of their modernization. Attempts to introduce elements of competition into the activities of airport complexes are not successful.

Air navigation services (ANS). In 2010, more than 1 million 100 thousand flights were performed on the air routes of the Russian Federation. 1272 Russian and foreign airlines used the services of the domestic Air Navigation System. In accordance with the targeted programs, the equipment and means of air navigation services for users are being modernized airspace. Intensive work was carried out to introduce the Federal Rules for the Use of Airspace.

The past year highlighted the problems of low capacity of the Moscow Air Zone (MVZ) with particular acuteness. The State Research Institute "Air Navigation" conducts research on this topic. According to the representatives of airlines involved in them, the ongoing work has no prospects, since it is not focused on deep modernization and the introduction of modern technological advances, on a fundamental change in the capacity of the cost center.

In general, the state of air navigation services in terms of its volume and quality did not change during the year. Air navigation planning, which allows combining the interests of providers and users of the ATS system, has not been put into practice. Airline losses associated with the low quality of ANS services have not decreased.

Flight safety and aviation security (AB). According to the Federal Air Transport Agency, the total number of accidents in commercial civil aviation and general aviation did not increase compared to 2009. The trend of increasing the level of flight safety continues. At the same time, the situation that is developing in the field of maintaining the airworthiness of the aging fleet of domestically produced aircraft is not fully satisfied.

In the comments to the Association of Air Transport Operators (AETA) in 2010 VIVG analysis, it is noted that in the “weaknesses” section, the share of the impact of training of aviation personnel on the process of ensuring flight safety has increased dramatically. In the “threats” section of the “human-machine-environment” triad, the experts put “environment” in first place. They, among other issues that did not find solutions in the past year, attributed the problems of air traffic management in the Moscow air zone, the delay in issuing a new edition of the PRAPI, the real promotion of /05/4 standards into mass practice, and the introduction of world achievements in the organization of flight safety management.

The level of threats of acts of unlawful interference in the activities of air transport is not reduced. In 2010, 59 such acts were undertaken, and tens of thousands of weapons of all types, ammunition and explosives were confiscated at airports.

Airlines continued to develop an integrated aviation security management system in a resource-constrained environment. A system of informing about potential threats is being put into practice. At the same time, the financial burden on air carriers in the framework of providing security is constantly growing and requires budgetary support.

The state of the regulatory legal framework. In 2010, a positive evolutionary trend was more clearly manifested in terms of improving the regulatory framework. At the same time, the aviation authorities began to place greater emphasis on the examination of draft documents, and it was precisely those who would work with them in the future. Recently, most of these projects are hosted on the relevant sites. And this, of course, is progress. However, information about their placement is often late. The duration of the examination is set to a minimum. Airline experts never know how their comments and suggestions are taken into account (or not taken into account). Perhaps, as an exception, the process of examination of FAP-128 should be noted. However, in the total mass of draft documents, their next iterations associated with expert user reviews, this is an absolute exception.

In other words, there is a clear lack of non-ostentatious communication between the aviation authorities about the stated preliminary positions, both with business and with the expert community. This was clearly manifested during the discussion of various versions of the draft law “On Airports and Activities at Airports in the Russian Federation”. Despite numerous and significant comments, they were not taken into account in the latest version submitted as a draft law to the State Duma of the Federal Assembly of the Russian Federation. Experts again note that “... The project openly lobbies the interests of airports, is aimed at monopolizing airport activities and limiting competition in the provision of airport services, carries corruption risks and the possibility of arbitrariness on the part of the main operator in relation to airlines and operators. The declared balance of interests is not observed. The draft law does not impose on airports the responsibility for maintaining the regularity of flights.”

Significant progress in 2010 was the formation and implementation of the Federal Rules (FR) for the use of airspace (RTI), bringing the domestic practice of RTI closer to world standards. It should be noted that the work on the preparation of the document was not properly coordinated with the requests of airspace users. The position of the developers of the FP options was guided by the interests of ANO service providers and regulators of this activity. As a result, not all proposals of air transport operators were reflected in the new Rules, and some positions remained declarations. Industry regulations that define the direct practice of implementing the FP IVP were formed in a hurry and have multiple systemic and individual shortcomings. The organization of the transition to the new Rules was not optimal. The aviation community continues to stimulate the bug fixing process, but the necessary changes are delayed.

In the sector of maintenance and repair of aviation equipment, elements of inconsistency have appeared regarding the maintenance of airworthiness (PLG) and maintenance (TO) of domestic aircraft. There are documents that really provoke the cessation of its operation. An example of the conservation of backwardness can be the actual halt of work on the modernization of PRAPI-98. Someone, apparently, is satisfied that during the operation of the same types of aircraft according to PRAPI-98, more than 3 times more events are investigated than according to JAR-OPS(34 vs 10).

Regarding the issues of operation of foreign aircraft, despite certain progress, the pace of work to achieve harmonization with world and European aviation legislation is low. First of all, this concerns the certification of organizations for the maintenance and repair of foreign-made aircraft operated by Russian airlines, but registered abroad, as well as the admission of personnel to perform these operations. Differences in the rules give grounds EASA limit the access of Russian specialists to determining the airworthiness of aircraft. The decision on the need to modernize the FAP, introduced by the order of the Ministry of Transport of Russia dated September 12, 2008 No. 147, is unreasonably delayed.

Aviation insurance. In 2010, work continued on a draft federal law on compulsory insurance of carriers' liability to passengers. Discussions on this issue have been going on for years. In the proposed version, the bill creates additional problems for both airlines and insurers, and also causes a risk of violation of the mechanism of interaction worked out between them, which does not contribute to bringing domestic standards in line with international ones.

In order to unify some of the rules of international air transportation, a common understanding of the terms and rules in the area of responsibility of an international carrier and determine the limits of liability, the AEVT considers it expedient for the Russian Federation to join the Montreal Convention (1999).

The events of December 2010 (freezing rain that led to the disruption of airports at UIA) confirmed the need to have a reasonable regulatory framework. The possibility of insuring such risks is not excluded. Recently, however, air carriers have been systematically confronted with various initiatives of regulators on new types of compulsory insurance. Most of them are absolutely opportunistic in nature. Public discussion of such projects always comes down to tough confrontation and, as a rule, does not reach a constructive dialogue. Therefore, in order to gain the necessary level of trust and interest in insurance, proposals are needed that are of real interest to airlines.

General conclusions. Despite the impressive growth in volume indicators, it is at least premature to talk about the exit of domestic civil aviation from the crisis. Individual achievements in individual areas do not significantly change the state of affairs. A share of 2% of the world's air traffic can hardly be considered an achievement for Russian civil aviation.

There is uncertainty about development prospects. No concept, i.e. general, well-learned and accepted by all ideas about the direction of movement. And, of course, there is no roadmap for this movement. There are attempts to conserve the situation, a tendency to frozen forms. Today, real economic benefits from the introduction of well-established innovations can only take place in a market environment. In 2010, there was a noticeable decrease in the speed of market transformations in the industry. The system of regulation (moreover, in a competitive environment) was increasingly based on the principles of restrictions, prohibitions, and subjective selectivity.

At the end of the review, it should be noted that the results of the work of civil aviation in 2010 confirm the need to focus the industry's efforts in five areas:

development of domestic air transportation;
development of competition, increased supervision of the danger of abuse of dominance, non-discrimination, transparency in the application of fees;
full harmonization of the national regulatory framework with world standards;
renewal of the aircraft fleet;
modernization of ground and air infrastructure.

Having analyzed the trends in the development of the global air transportation market, having studied the experience of other countries, the state determines its own model for regulating the activities of air transport.

The current position and future of the global air transportation market is connected with the formation of alliances of airlines based on a circle of airports, on the basis of which the transportation network is built and which will ensure the growth of traffic, based in them airlines - members of the alliance. Competition in the global air travel market is a struggle between alliances of airlines and major hub airports to capture as much of the consumer market as possible.

In the world, there are now two trends in the development of air travel:

1) the point-to-point system, which can be seen in the example of the United States, involves direct flights between the point of departure and the point of destination (Figure 1);

2) European countries are closer to the hub-and-spoke scheme (literally - knot and spoke), which means that the passenger does not fly directly to the destination, but with a transfer at the hub airport (Figure 1).

At the same time, the schedule must be drawn up so that the passenger can transfer to the connected flight as soon as possible. That is, hub airports collect passenger flows from a large number of cities and redistribute them to connected flights. The hub airport should also develop a special technology for passenger service and baggage handling, which ensures the highest possible level of passenger service. These trends are influencing the policy-making of leading aircraft manufacturing corporations: the American company "Boeing" and the Western European aircraft manufacturing alliance "Airbus". The Americans proceed from the fact that the future belongs to high-speed, highly economical liners of medium passenger capacity, which allow organizing a non-stop air traffic between many cities in the world, bypassing major airports, as they are often overloaded. Europeans are betting on the A-380 superliner, which carries more than 500 passengers per flight with the highest level of comfort.

Picture 1

Such aircraft can only be received major airports world, from where passengers will have to travel to their final destination on smaller planes. Based on these prerequisites, leading aircraft manufacturing companies form a line of aircraft (AC). Thus, the Boeing company is finishing flight tests and is preparing for serial production the 787 model, capable of transporting from 200 to 300 people for a record 16,000 km. And Airbus showed airlines the super-capacity double-deck A380, capable of carrying up to 550 people. At the same time, the European manufacturer does not discount the demand for ultra-long-range aircraft, therefore, in defiance of Boeing and its 787 model, it creates a competing A350 aircraft. It is impossible to expect that liners of medium passenger capacity (according to the American model) will fly to every airport, based on the capabilities of airports and the availability of passenger traffic. Most likely, such aircraft will be able to deliver passengers to regional airports, from which passengers, depending on the distance, will fly to their final destination by aircraft. local airlines or delivered by truck. Thus, in both directions of development, there is still a need for hub airports, the capacities and characteristics of which depend on the passenger flow and the type of aircraft used. Do not forget that even with the American model in the US itself, the world's largest hub airports are successfully operating, for example, Atlanta, Chicago, Los Angeles, Newark, Houston and others with a passenger flow of several tens of millions of people per year each.

Features of air transportation systems "point-to-point" and "hub`n`spoke"

Hub `n`spoke:

Far fewer routes are needed to serve the network. This is due to the fact that the number of pairs in the P2P network increases to a greater extent than the growth of nodes.

With fewer routes and the same number of aircraft, airlines can schedule more frequent flights on each route and take full advantage of the capacity of each aircraft.

Centralization of operations in the hub allows economies of scale.

Minimizes connections and travel time. In addition, the smaller the baggage transfer, the less likely the baggage will be lost.

No interdependence of flights and nodes - flight delay or closed airport will not significantly affect other flight schedules. There is no single point of failure, and delays are unlikely to affect the entire system.

Table 1. Comparative characteristics of "point-to-point" and "hub`n`spoke" systems

Property
	Optimized to provide services in a wide coverage of the geographical area and in many directions.	Each route serves one pair of cities. Individual routes may be scattered.
Connectivity	Many passengers make connections at hubs to continue their flight in their direction.	No connections are provided (although random or "rotating hub" connections are common).
Addiction	Each route is highly dependent on the others due to passenger connections.	Routes operate independently, other routes do not affect traffic.
	Fluctuating demand in any of the pairs of cities can be offset by demand in other markets.	Only changing frequency and tariffs can withstand demand volatility.
Market size	Effectively serves cities that vary widely in size.	Requires high-density markets with at least one destination that is a highly demanded destination.
	Supports a high frequency of daily flights to all destinations.	Typically low frequency, depending on the type and density of the market.
	Frequency and coverage attract	Both business and economy
business passengers by providing margin for higher business ticket prices.	Passengers are usually looking for bargain prices.
Use of assets	Limited by network geography, connection times and nodal congestion.	No network usage restrictions.
Cost of operations	Junction connections significantly increase the cost of the available seat mile, which is somewhat compensated by the use of large mainline aircraft.	Lowest cost seat mile available between two locations.
aircraft requirements	The large range of seating capacities makes it necessary to match capacity with traffic, usually requiring more than one type of aircraft.	Suitable for one type of aircraft.

A hub airport is, in fact, a transit and interchange airport. Transportation through the largest foreign hubs is organized according to the principle of "hubs" and "spokes". At the beginning, passengers are collected at the hub airport (hub) on mainline, interregional and intercontinental routes, then these passengers are sent by regional and local routes (spokes) to their final destinations, where it is unprofitable for the mainline carrier to fly. Aviation statistics take into account two types of transit passengers: direct transit passengers and transfer passengers. The first ones are passengers of a flight that makes a temporary stop at the airport, for example, to refuel the aircraft carrying them or to board (disembark) part of the passengers. In this case, the flight number does not change, although the aircraft can be replaced. In this case, the carrier must pay the airport for servicing passengers who spend their stopover time at the terminal. A transfer passenger is a passenger who transfers at a given airport from a flight of one airline to another flight of the same or another airline (“transfer”). Such a passenger may have a single, valid for the entire route shipping document, but the flight numbers are necessarily different. For the service of this passenger, they pay twice: for the flight on which he arrived, and the flight on which he will depart. Therefore, from the point of view of the economy of the airport, a single stay at the airport of a transfer passenger gives the effect of servicing two passengers. And if this is a passenger of international flights, then in the jargon of aviators he is called a “fat passenger”. Naturally, this is the most desired passenger at the airport, and there is a fierce competition between airports to attract him and the same cargo.

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

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