Study on Characteristics of China s Air Transportation System

Transcription

1 Abstract Study on Characteristics of China s Air Transportation System Shunzhi Xu Jincheng College, Nanjing University of Aeronautics and Astronautics, Nanjing211156,China Civil Aviation Administration of China (CAAC) is gradually opening to market. The route networks of most airlines remain point-to-point while traditional airlines (Air China, China Southern Airlines, and China Eastern Airlines) are beginning to construct hub and spoke airline networks. The design of airline network depends more on experience, namely, the historical data. The analysis on the demand for a single airline isa main evaluation index for introducing a new route. However, sometimes the decision on airlines opening is based on the other airlines with high economic benefits, which ignores the overall structure of the network. Synergy effect, efficiency and economy of scale are not taken into consideration. This can be regarded as a systematic planning defect in essence, which cannot adapt to the rapid development of the air transportation in China. Keywords: Air Transportation, Airline Network, Characteristics. 1.INTRODUCTION On Dec. 17, 1903, the Wright brothers of the United States completed the first powered flight of an aircraftwhich is heavier than the air, opening up a new era in the history of human aviation; In 1908, the United States Air Force (USAF) purchased the first aircraft; on March 22, 1919, the French Farman airlines established regular flights between Paris and Brussels, which opened the world's first international civil aviation passenger route, marking a new era of aviation. If the flight schedule and the fleet planning are taken to be the flesh and blood of air transportation products, the structure of routes is the skeleton(zhu,2009). Currently, research on airline network mainly focuses on its complexity(reggiani et al.,2008)and optimization(ernst et al.,1998). Considered from different point of view, the problem can be divided into single/multiple allocation(marıń et al.,2006) and allowing/disallowing direct flight between spokes(flores-fillol et al.,2009) and robust optimizationof airline network(wu et al.,2012).the location of airline network was also the focus of research(aykin, 1990; Klincewicz,1991;Campbellet al., 1994).The air show in Yantang, Guangzhou, in which Fengru, a pioneer of the aviation industry in mainland China, drove a homemade aircraft, preluded the development of China s aviation industry; on June 2, 1931, The Water Conservancy Bureau ofzhejiang Province hired a Misaishenmite M18-D aircraft of Lufthansa Groupand took aerial photographs of Puyang River, a tributary of Qiantang River, which is 36-kilometer long. This is the first general aviation business activity in mainland China;the airlines of Beijing-Shanghai and Beijing-Tianjin opened in May, 1920 are the earliest routes in China. Compared with other modes of transportation, air transportation is speedy, safe and flexible, becoming more and more popular. It is an important way for passenger transportation, especially for long-distance passenger transportation. 2.DEVELOPMENT STATUS OF AVIATION INDUSTRY IN CHINA By end of 2013, China had had 2876 scheduled flight routes, including 2449 domestic routes (107routes of Hong Kong, Macau and Taiwan, Tran et al., 2016), and 427 international routes. According to the repeated distance calculation, thetotal mileage is million kilometers, including million kilometers at home (174.9 thousand kilometers in Hong Kong, Macau and Taiwan), and million at abroad.according to nonrepeated distance calculation,thetotal mileage is million kilometers, including million kilometers at home (168.4 thousand kilometers in Hong Kong, Macau and Taiwan), and million at abroad. The number of domestic city connections of scheduled flights is 188 (excluding Hongkong, Macao, Taiwan); The number of international city connections of scheduled fights of China is118, scattering in 50 countries. 41 mainland cities have opened regular flights to Hongkong; 10 cities have opened direct flights to Macao; 42 cities have opened flights to Taiwan. 31

2 According to the statistical bulletin on the development of the civil aviation industry, the major transport indicators of civil aviation maintained steady growth from 2009 to Among them, the annual statistics and the growth rate of the total turnover volume of the industry, passenger volume, airport passenger throughput, take-off and landing sorties were shown infigure 1, Figure 2, Figure 3 and Figure 4. Figure 1.Total turnover volume of civil aviation from 2009 to 2013 Figure 2.Passenger volume from 2009 to 2013 Figure 3. Airport passenger throughput from 2009 to

3 Figure 4.Take-off and landing sorties from 2009 to 2013 The steady growth of the main indicators of civil aviation transportation is inseparable from the investment in infrastructure and technique transformation. The investment in the years of is shown infigure 5. Figure 5. Investment in infrastructure and technique transformation from 2009 to ROUTES,NETWORKSTRUCTURESANDAIRTRANSPORTATIONSYSTEM According to the statistical bulletin on the development of civil aviation industry, in 2014, China civil aviation industry achieved a total revenue of billion yuan, increasing by 30 billion yuan compared with that of The growth rate was about 5.1%. The total profit is billion yuan, an increase of 4.08 billion yuan over last year. The growth was approximately 16.4%. The airline company achieved operating income of billion yuan, million yuan more than The growth was about 4.1%. The total profit was billion yuan, an increase of 1.21 billion yuan over 2013, with a growth rate of about 7.5%.The airport achieved operating income of billion yuan, an increase of 7.68 billion yuan over last year, with a growth of about 12.3%. The total profit was 7.34 billion yuan, an increase of 3.17 billion yuan over The growth was approximately 76%. The operating income of enterprises has reached billion yuan, an increase of 5.76 billion yuan over last year. The growth was about 4.7%. The total profit was 4.1 billion yuan, a decrease of 300 million yuan over 2013, decreasing by 6.8%. The average utilization rate per day of registered transport aircraftsof civil aviation industry was 9.51 hours, with a decrease of 0.02 hours compared with 2013, decreasing by about 0.2%. Among them, the everyday average utilization rate of aircrafts with more than 100 seats was 9.74 hours, 0.02 hours less than 2013, reducing by about 0.2%; the everyday average utilization rate of aircrafts withless than 100 seats was 6.36 hours, a decrease of 0.24 hours over last year, reducing by about 3.6%. In 2014, the average passenger load factor of scheduled flights was 81.4%, an increase of 0.3 percentage points over 2013; the passenger load factor of scheduled flights was 71.9% in 2014, a decrease of 0.3 percentage points compares with The number of total flights of national passenger airlines was million, of which million are regular flightsaccounted 33

4 for million, irregular flights accounted for 937 thousand, while the average punctuality rate of those flightswas 68.37%. The number of flights of the 10 major airlines, namely, China Southern Airlines Company Limited, China Eastern Airlines, Air China Limited, Hainan Airlines Company Limited, Shenzhen Airlines, Xiamen Airlines, Shanghai Airlines, Sichuan Airlines, Shandong Airlines, Tianjin Airlines, was million, including millionnormal flights, 766 thousand irregular flights, and the average punctuality rate was 69.09%. As shown in Table 1. Table 1 Transportation Efficiency And Economic Benefit Of Civil Aviation IndustryIn 2014 Average daily utilization of aircraft in the industry (hours) Average daily utilization of small aircraft Average daily utilization of large and medium aircraft Total operating income of the whole industry (100 million yuan)) Airport revenue Business income Airline revenue Total operating profit of the whole industry (100 million yuan) Airport operating profit Business operating profit Airline operating profit Reasons for abnormal flights (%) Airline Air traffic control * Flow Weather Other * Other Reasons for abnormal flights of major airlines (%) Airline Air traffic control * Flow Weather Other * Other Increment % 25.3% 24.3% 24.0% 25.9% 24.0% 24.8% 25.3% % 27.6% 21.8% 13.2% 37.0% 27.4% 22.1% 13.5% % 2.5% -11.1% 2.7% Rate of increase -0.2% -3.6% -0.2% 5.1% 12.3% 4.7% 4.1% 16.4% 76.0% -6.8% 7.5% -29.4% 11.5% -30.0% 12.2% Note: * For newly added or defined reasons for flight delay in 2014, and therefore, there was no year-on-year growth. As can be seen from Table 1, the air transport system includes the airline, the airport and the enterprise that are mainly based on the air administration.those three are interrelated and interact on each other. The completion of a certain amount of air transport tasks should take the nodes and the capacity between two nodes into consideration. If the transport volume exceeds the limits of any of the two nodes, the transportation cannot be fulfilled on time.it increases the time cost of passengers, adverselyaffects efficiency, reduce consumer surplus, and at the same time, increases the costs of airlines and reduces the revenues. In 2014, the main transportation indicators of China's civil aviation continued to maintain steady and rapid growth under the pressure of a slow economic recovery and greater downward pressure on the domestic economy. The passenger volume has reached million in 2014, an increase of million over 2013, increasing by 10.7%; in 2014, the total turnover of transportation reached billion ton-kilometers, 34

5 increasing by 11.4% compared with Irregular flight is still of public concern, which should be solvedby more reasonable flight operation plans put forward by the airlines, in which the structure of the route network is great importance. Route is the market of transportation for an airline, which is essential for an airline. The route and its route network structure are the basis for the airline flight schedule and play a key role in operation. They directly affect the realization of the aims of profit maximization and cost minimization. Airlines need opennew routes in time and optimize existing routes. 4. CONCLUSION In fact, the airline network is a mathematical abstract of the actual air transportation system. It describes the interaction between the elements of the system. It is an effective tool to study the system with holism. Parameters for optimization include the edge capacity, demand of flow, and cost of flow. These parameters are regarded as exogenous variables. However, in practice, they are not determined and often change due to weather, season, world oil price, etc. Moreover, they are vulnerable to the impact of unexpected events. Therefore, with the change of the scale air transport and the change of market demand, the airlines should find routes that benefit their own development and conditions for phase transition among different network structures.using theories to optimize structures and improve efficiency, selecting virtual network structure beyond the basic physics of the network to increase the capacity of transportation and thus increasing the profit aviation enterprises and improving the national competitiveness of the aviation industry are topics worthy of study. ACKNOWLEDGMENTS The authors acknowledge the financial support from 2017 annual phased research fruits on QA(Quality Assurance) system mode construction and quality audit, the Jiangsu Independence College (C-b/2016/01/26), an annual subject in 2016 on the Jiangsu Education and Science 13th Five-Year Plan, and on the operation and development research of Jiangsu SM airports (2017SJB2056), a research fund program about philosophy and social science at the colleges and universities of Jiangsu Provincial Department of Education. REFERENCES Aykin T. (1990). On a quadratic integer program for the location of interacting hub facilities, European Journal of Operational Research, 46(3), AykinT.(1994).Lagrangean relaxation based approaches to capacitated hub-and-spoke network design problem, European Journal of Operational Research, 79(3), CampbellJ.F.(1994). Integer programming formulations of discrete hub location problems, European Journal of Operational Research, 72(2), ErnstA.T., KrishnamoorthyM. (1998).Exact and heuristic algorithms for the uncapacitated multiple allocation p-hub median problem, European Journal of Operational Research, 104(1), Flores-FillolR. (2009). Airline competition and network structure, Transportation Research Part B: Methodological, 43(10), KlincewiczJ.G. (1991). Heuristics for the p-hub location problem, European Journal of Operational Research, MarıńA., Cánovas L., LandeteM. (2006).New formulations for the uncapacitated multiple allocation hub location problem, European Journal of Operational Research, 172(1), ReggianiA., Nijkamp P., CentoA. (2008).Connectivity and competition in airline networks: a study of Lufthansa s network, The Network Experience. Berlin, Springer. Skorin-KapovD.,Skorin-KapovJ.(1994).On tabu search for the location of interacting hub facilities,european Journal of Operations Research, 73(3), Tran H.K., Chiou J.S., Peng S.T. (2016).Design Genetic Algorithm Optimization Education Software based Fuzzy Controller for a Tricopter Fly Path Planning, EURASIA J. Math., Sci Tech., 12(5), WuX.H., Zhu J.F, Wu W.W.(2012). The route network interval relative robust optimization design, Journal of system engineering, Zhu J.F. (2009). Air transport planning, Northwestern Polytechnical University Press. 35