On the Construction of China Aviation Enterprise Social Responsibility System
Corporate social responsibility includes not only seeking the survival and development of the enterprise itself, but also patriotism and enthusiasm for public welfare undertakings. ? Carbon emission reduction? It is the primary social responsibility of China's civil aviation enterprises, and at the same time, it is necessary to give play to the leading role of the government and promote enterprises to improve their social responsibilities; Strengthen public opinion propaganda to create a good public opinion atmosphere for enterprises; Establish a culture of social responsibility of civil aviation enterprises and build a perfect social responsibility system of aviation enterprises.
Keywords CSP mode responsibility system aviation enterprise social responsibility
With the advancement of global economic integration, more and more China enterprises will enter the stage of international competition. Due to the rapid economic growth in China, enterprises have increasingly serious problems and hidden worries in environmental protection, labor protection and consumer rights protection. With the gradual maturity of the socialist market economy, enterprises have become independent market players and are changing from? Economic man? Where to? Social man? Change. On the one hand, some enterprises have a weak sense of social responsibility, and major accidents such as food and coal mine safety still occur from time to time, which seriously affects social harmony and stability; On the other hand, many enterprises in China undertook their social responsibilities in the earthquake, snowstorm and financial crisis. Large state-owned enterprises such as PetroChina, State Grid and China Mobile have published their own corporate social responsibility reports in 2005 or 2006. China's major airlines, which are also in a special position, have clearly incorporated social responsibility into their development strategies.
The Origin of Corporate Social Responsibility
Corporate social responsibility means that enterprises should not only create profits and bear legal responsibilities to shareholders, but also bear responsibilities to employees, consumers, communities and the environment. CSP, that is, corporate social performance, some scholars think it is necessary to integrate the above viewpoints by developing a model framework to help people fully understand the social responsibilities that enterprises should undertake and how to fulfill and evaluate these responsibilities. Carol is generally regarded as an advocate of corporate social performance theory in academic circles. He summed up a three-dimensional CSP model from various representative viewpoints.
Votik and Gotchland, based on Carroll model, integrated different views on corporate social responsibility, and put forward what is corporate social performance? The basic relationship between corporate social responsibility principle, social response process and policies to solve social problems. ? When reviewing the evolution of CSP concept and model, Wood model includes three levels: corporate social responsibility, corporate response process and corporate behavior results.
General situation of domestic corporate social responsibility development
Many industry experts believe that corporate social responsibility has become an inevitable choice to cultivate sustainable development of enterprises. Social responsibility is the objective requirement and starting point of sustainable development of enterprises. The most basic corporate social responsibility is to seek the survival and development of the enterprise itself, especially to care for, love and respect the employees of the enterprise and assume the responsibilities of shareholders and stakeholders. At the same time, corporate social responsibility should also include the responsibility of patriotism, enterprise development, honesty and law-abiding, moral self-discipline, resource conservation, environmental protection, production safety and enthusiastic social charity. After entering the 2 1 century, our society is moving towards a higher level, and the new goal of building a well-off society in an all-round way puts forward a series of new requirements for the development of China's civil aviation industry. China civil aviation, which meets the requirements of a well-off society, should first strive to achieve the following development goals: having a broad air passenger transport base; Weave a route network extending in all directions; Provide safe, fast and comfortable aviation services; Establish a dynamic transportation market; Realize healthy and low-consumption green civil aviation.
However, there are still a series of problems in China's civil aviation industry, such as low popularity of civil aviation services, insufficient accessibility of route networks, low satisfaction with civil aviation services, insufficient competition and vitality in the civil aviation market, lack of public service functions of civil aviation government departments, and insufficient quality of green civil aviation. These problems are precisely the key issues that restrict the long-term development of China's civil aviation and hinder the comprehensive realization of a well-off society. On April 2 1 2008, China Southern Airlines Co., Ltd. released the 2007 annual performance report and the first quarter performance report of 2008, and also released the 2007 Corporate Social Responsibility Report of China Southern Airlines Co., Ltd., which is the first corporate social responsibility report issued by China Southern Airlines and the first corporate social responsibility report of China Civil Aviation.
With the acceleration of industrial restructuring around the world, as well as the accelerated development of China's high-tech, high-value-added industries and modern service industries, the demand for air transport will increase day by day, which brings great development opportunities and urgent requirements for the development of air transport industry. This requires the civil aviation industry to improve the operation quality of the industry, improve the efficiency of personnel and capital use, and enhance its contribution to the national economy; It is necessary to improve the corresponding management system and operation mechanism, create a fair and orderly market competition environment, and make civil aviation stronger through full competition; It is necessary to meet the extensive needs of society for aviation services, improve the accessibility of airline networks and expand the coverage of aviation services; It is also necessary to improve the utilization rate of energy resources in the development of civil aviation industry and reduce its adverse impact on the environment.
Construction of Social Responsibility System of Aviation Enterprises in China
Carbon emission reduction ―― the social responsibility of civil aviation development. From an economic point of view, the increase in the operating cost of civil aviation industry caused by carbon emission reduction is a major blow to the industry, but from the perspective of sustainable development of all mankind, the sacrifice of this industry is necessary, and carbon emission reduction has become the social responsibility that the global civil aviation industry must bear. The essence of emission reduction is energy. Developed countries have high energy utilization efficiency, optimized energy structure, and adopted a large number of new energy technologies, which is extremely costly and difficult to further reduce emissions. However, developing countries have low energy efficiency, large space for emission reduction and low cost. This leads to different costs of the same emission reduction unit in different countries, resulting in great price differences. There is a great demand in developed countries and a great supply capacity in developing countries, resulting in an international carbon trading market.
As the leader of the global civil aviation industry, the International Air Transport Association (IATA) has recognized this social responsibility of the civil aviation industry. Looking at the comprehensive performance of energy conservation and environmental protection in China's civil aviation industry, it is not difficult to find that the measures taken by airports and airlines in China are mainly cost-driven energy conservation measures, rather than measures driven by the long-term goal of environmental protection and energy conservation. In other words, at present, China's civil aviation enterprises generally cut costs by saving energy and reducing consumption, and achieved certain environmental protection effects. Enterprises lack the motivation to implement measures that only save energy without reducing costs, and are not interested in measures that only protect the environment without reducing costs. So, China's current civil aviation? Green? The color is still not enough The main reason is the lack of special policies, regulations and mechanisms for environmental protection, energy conservation and emission reduction to standardize and guide the healthy operation of civil aviation enterprises in China.
Establish the social responsibility system of China aviation enterprises.
First of all, give play to the leading role of the government in promoting corporate social responsibility.
The first is to form incentives and constraints on enterprises in the policy mechanism. Encourage and guide enterprises to fulfill their social responsibilities. Give preferential policies to enterprises that improve the working and living conditions of employees, strengthen environmental protection, and donate charity, and gradually form an incentive and guarantee system for corporate social responsibility. The government implements the certification system of corporate social responsibility standards in procurement, investment, scientific and technological project establishment and financial assistance to enterprises. The second is to strengthen the supervision of corporate social responsibility. Formulate rules and regulations for enterprises to fulfill social responsibilities, focusing on employee treatment, safety and health, environmental protection, labor security, etc. To strengthen the legal awareness of enterprises to fulfill their social responsibilities. ①
Secondly, fully understand the connotation of corporate social responsibility.
Whether China enterprises can understand the corporate social responsibility from a strategic perspective will be the key to restrict their sustainable development, and also the key to whether enterprises can successfully cope with international challenges in the fully open environment of China. In the existing ISO26000 draft? Social responsibility? The term is defined as:? Social responsibility refers to the organization's responsibility for the impact of its activities and decisions on society and the environment through transparent and ethical behavior. This responsible behavior should be committed to sustainable development, health and social welfare, consider the expectations of stakeholders, conform to applicable laws and international codes of conduct, and be integrated into the whole organization and its related practical relations. ? ②
Third, improve the legal system of social responsibility of aviation enterprises and tighten the internal governance structure of enterprises.
Combined with China's national conditions and the specific situation of the aviation industry, we boldly absorb and learn from the achievements and experiences of foreign corporate social responsibility legislation. Strict corporate governance structure, stakeholder representatives participate in major corporate decisions and safeguard the interests of the stakeholders they represent.
Fourth, public opinion builds momentum.
Vigorously publicize the spirit of corporate social responsibility, create a good public opinion atmosphere for enterprises to fulfill their social responsibilities, and let all sectors of society pay attention to corporate social responsibility and participate in the actions to promote corporate social responsibility. Guide the whole society to establish the values of the unity of enterprise economic benefits and social benefits, and promote the standardization and institutionalization of corporate social responsibility. At the same time, we should give play to the role of public opinion supervision, boldly expose and criticize enterprises and enterprise behaviors that harm social interests, so as to set things right and promote backwardness. ③
Fifth, establish the social responsibility culture of civil aviation enterprises. The way to build the social responsibility culture of civil aviation enterprises is to put forward and advocate the ethical concept as the enterprise value by the core layer, and then transform it into the spirit of civil aviation enterprises, and then integrate it into the system civilization, behavior civilization and material civilization of civil aviation enterprises. The corporate culture of taking social responsibility can improve the reputation of civil aviation enterprises, help them attract and retain outstanding employees, form a loyal customer base, and thus enhance the core competitiveness of civil aviation industry.
conclusion
Corporate social responsibility is not only the product of the development of economic globalization to a certain historical stage, but also the result of the gradual change of enterprise interest realization mechanism, and it is also an irresistible world trend and historical trend under the background of globalization. With the advancement of economic globalization, corporate social responsibility has been paid more and more attention and widely recognized by countries all over the world. The practice of domestic and foreign enterprises shows that corporate social responsibility and economic benefits are not contradictory, but can promote and improve each other. Enterprises that have the courage to undertake social responsibilities will strive to improve production efficiency, improve management level, optimize and improve business environment and save social resources; It will certainly improve the relationship between the public and the public, enhance the corporate image, cultivate corporate culture and accumulate intangible assets, thus winning better development opportunities. (Author: civil aviation university of china Institute of Economics and Management)
To annotate ...
1 Chen Xin: Related problems and system construction of corporate social responsibility in China? Forum 93, 201065438+1October 20th.
② Chen:? How to know and understand? Social responsibility? , theoretical research, 2009, 1 1.9.
③ Long Yun 'an:? SA8000 and the strategic shift of enterprises in western China? , Economic Vision, 2006.
Research on China Regional Aviation Development Policy (Ⅱ)
With the continuous improvement of China's social and economic development level, China's transportation field has ushered in a new period of leap-forward development, and aviation has been listed as the first choice for travel or freight transportation by more and more people because of its advantages of convenience, speed and safety. In this paper, the development status of regional aviation at home and abroad is analyzed, and the development strategy of regional aviation suitable for China is put forward by combining the advanced experience of foreign countries for discussion by the industry.
Keywords: regional service regional aviation economy
Development status of regional aviation at home and abroad
Development status of regional aviation in Europe and America. Since 1950s, the total turnover of regional transportation in the world has increased by nearly double digits every year, exceeding the growth of domestic trunk lines and international routes. Since 1978, the passenger kilometers of regional aviation revenue in North America have increased sixfold in 25 years, and that in Europe has increased fourfold, while in 2003, Asia almost surpassed Europe from scratch. Regional aviation in the whole economically active area has developed rapidly. At present, regional air transport in the United States and Europe is in a mature stage, and regional air transport has begun to play an increasingly important role in the whole air transport, and it has grown steadily at the speed of more than twice that of trunk air, and regional air transport has become an important part of the aviation market. The development of trunk and regional airlines in Europe and America has two obvious characteristics: first, all trunk and regional airlines are developed around the concept of integrated transit hub; Second, the expansion of trunk lines and feeder lines is closely related to the expansion of international and domestic hub ports and airports. Usually every time a trunk line is developed, there are four branch lines to match it.
Development of regional aviation in China. In recent years, China civil aviation has achieved rapid development. In 2007, the total turnover of regular transportation in China ranked second in the world, but the development of air transportation was very uneven. Although China regional airport accounts for a high proportion of China civil airports, the throughput of regional airports accounts for a very low proportion of the national civil airports.
In management, it is not in harmony with the development of trunk lines and has not yet formed an effective spoke route network. The feeder line has not really played the role of transporting more tourists to the trunk line, which shows that the development of feeder air transport in China is lagging behind. From the regional distribution of regional aviation, the regional aviation market in underdeveloped areas such as the west is dominated by business passengers, such as Xinjiang and northwest provinces; The regional aviation market in the economically developed eastern coastal areas is dominated by business tourists, such as Bohai Rim, Yangtze River Delta and Pearl River Delta, while the regional aviation market in the southwest is dominated by tourists.
Development experience of foreign regional aviation
American regional aviation development experience. First, the US aviation industry deregulated and developed regional aviation. The United States deregulated air transport in the late 1970s, which led to the complete disappearance of price and access control. Therefore, airlines have the right to decide their own prices, choose their own routes and enter and leave independently. Deregulation has promoted the rapid growth of the entire aviation industry, and at the same time, regional air transport has also developed rapidly. The annual volume of regional air transport has soared from 1 1 10,000 at the time of deregulation to 7 1 10,000, with an annual growth rate exceeding 10%, while the growth rate of trunk air transport is only 4%. Second, Americans? General aviation service plan? .
Article 4 19 of the federal aviation law stipulates: set up? General aviation service plan? (Essential Air Service Program, EASP), which aims to ensure the connection between smaller areas and the national civil aviation transportation system with the support of the federal government. According to this plan, the U.S. Department of Transportation determines the minimum civil aviation service level of each qualified area by clearly designating a hub that can be connected with the national civil aviation transportation network; The Ministry of Communications determines the minimum number of round-trip flights and the number of seats that must be provided to the hub; The Ministry of Communications also clearly defined the type of aircraft used and the maximum number of stopovers allowed to reach the hub. The guiding principles of the plan have been written in Chapter 398 of the United States Federal Code 14, and are part of the official policy report of the United States Department of Transportation.
Development experience of regional aviation in EU countries. First, deregulation in Europe and the development of regional aviation. Europe is characterized by high population density, broken geographical plane, less developed ground transportation and higher proportion of regional air transportation in the whole air transportation than the United States. 1978 after deregulation in the United States, the domestic aviation industry in the United States showed great development momentum, and then Europe began to deregulate in the mid-1980 s. The implementation of European sky development and deregulation policy is not only later than that of the United States, but also more difficult than that of the United States.
Countries with large domestic markets such as France and Germany are not active in developing the domestic aviation market, while countries with small domestic markets such as the Netherlands and Switzerland are active. After deregulation, Europe has also formed an optimized route network; More and more small and medium-sized airlines have gained access. With the liberalization of route access and fares, European regional airline generate has gained great development momentum. Throughout the 1990s, the passenger volume of European regional airlines maintained a double-digit growth rate, much faster than that of trunk airlines. Its revenue and passenger turnover rate are about twice that of trunk airlines.
Europeans? Public service obligation? Route planning. With the gradual relaxation of government regulation, the market plays an increasingly important role in the basic allocation of aviation resources, and the competition in the European aviation market is becoming increasingly fierce. Airlines have given up some remote and barren routes they had undertaken, and concentrated their ability to compete in trunk lines and overseas markets. This practice of sacrificing regional aviation has aroused people's dissatisfaction in remote and barren areas of EU countries and questioned the government's regulatory capacity. In this case, the EU passed legislation to allow member states to quote government commitments? Public service obligation? (PSO), which department is responsible for civil aviation in China? Public service obligation? This route becomes a PSO route.
In the annexes of relevant laws, the EU stipulates the necessity and rationality of evaluating and specifying PSO routes. At the same time, in order to ensure that governments can ensure implementation under the EU legal framework? Public service obligation? It also stipulates that if it is difficult for airlines to make air transport service arrangements that meet the PSO route standards after taking the PSO route, member States can set restrictions on market access, that is, only one airline can operate the route for at least three years; This transportation service can also receive government subsidies.
Policy Suggestions on Developing Regional Air Transport in China
Reasonable regional aviation subsidy policy. In view of the present situation of regional transportation in China, the most direct and effective way is to subsidize the operation of regional aviation. Because most of the feeder routes in China are of great social significance, but the economic benefits are very poor, which will lead to airlines being unable to maintain feeder operations and feeder airports being grounded or grounded. According to this economic feature of regional air transport, it is necessary to give full play to the macro-control function of the government, and implement operating subsidies for regional air transport to allow people to fly on regional routes and flights to take off and land at regional airports, so as to promote the sustainable development of regional air transport.
There should be reasonable resource allocation measures for routes and flights at all times.
First, moderately relax the price control of the regional aviation market.
We should relax the control of airport charges, give enterprises the right of independent pricing within a certain range, and implement differential pricing for different flight segments, different time periods and different seasons, so as to facilitate enterprises to operate independently and take measures to attract airlines to increase flights.
The second is to implement the registration and filing system of branch transportation business license.
At present, the airline flight operation adopts the examination and approval system. Among them, seven regional civil aviation bureaus are responsible for the examination and approval of flights operating within their respective jurisdictions, and regional civil aviation bureaus are responsible for the examination and approval of flights operating across regions. In order to support the development of regional air transport and facilitate airlines to operate regional flights, the filing system is adopted to operate regional flights, that is, airlines can independently open flights according to their own conditions and market conditions, and report them to the General Administration of Civil Aviation and the Regional Administration of Civil Aviation for the record.
Third, give appropriate protection to some new branch lines.
The development of new routes requires a certain upfront investment, especially the feeder routes. Generally, the passenger flow is low at the beginning of sailing, and it takes a long time to realize profit, which is vulnerable to the impact of latecomers. In order to encourage airlines to take the initiative to develop new feeder routes and ensure their reasonable operating income, the Civil Aviation Administration and various civil aviation administrations have given certain protection periods to newly-built independent feeder routes involved by airlines. During the protection period, the airline shall not enter other airlines on the premise of meeting the prescribed flight service standards.
Fourth, encourage the operation of barren routes.
Aviation resources are allocated by the market, but as a public service product, there are still some problems in the allocation of air transport resources. Market failure? Situation. In order to maintain and improve the accessibility of air transport network, the government needs moderate intervention and tilt the management policies of airlines operating poor routes in a certain period of time.
For example, airlines operating poor routes can increase the routes originating in the region with good economic benefits to encourage airlines to operate such routes and realize the overall benefits of the network. Fifth, adopt a tilt policy in the allocation of flight schedules. At present, Beijing, Shanghai, Guangzhou, Shenzhen, Chengdu, Xi, Kunming, Chongqing, Dalian and other cities are short of airspace resources and have limited flight time. At the same time, most of the airlines connected with such airports have mature markets and good operating efficiency. In order to support the development of regional aviation, the policy of leaning to regional aviation is adopted in the time allocation of new flights at such airports, and priority is given to airline flights at regional airports.
There should be a reasonable tax policy.
The first is about improving the import tax environment of regional aircraft, engines and parts.
One of the main reasons for the small number of regional aircraft suitable for regional air transport is the high import tax on regional aircraft, engines and spare parts. The relevant state departments should strive to reduce the relevant taxes and fees for regional aircraft and create a reasonable and good tax environment for air transport enterprises.
Second, reduce or waive all regional air transport charges.
Reduce all charges for regional air transport, including airport charges such as route fees, take-off and landing service fees. To reduce the operating cost of regional air transport. Among them, the latest airport charges, including take-off and landing service fees, have been announced by the Civil Aviation Administration. However, because the standard focuses on the development of regional airports, the charging standard of regional airports is higher than that of trunk airports. In fact, the regional airport and regional air transport have become a pair of contradictions that cannot win.
Third, the local government reduced or exempted the regional air transport business tax and surcharges.
The benefits of regional aviation are more from the improvement of traffic conditions and the contribution to the local economic environment, and its social benefits are definitely far greater than economic benefits. In addition, the formation of route network can not be separated from the support of airlines. Networking is a major feature of the air transport industry, and it is necessary to form a reasonable route network to generate maximum benefits. Local governments should aim at helping regional air transport better serve local economic development, and strive to reduce or exempt regional air transport business tax and surcharge.
& gt& gt& gt More exciting next page? A paper on airlines?