Assignment-2

(International Logistic Management)

Report on Indian Air

Cargo Industry
Performance

Submitted by Sumita Sharma

0181MBA120
Doon Business School
India seemingly has all the ingredients to be one of the world’s great air cargo centers. Rapid
growth of international trade, a huge manufacturing engine and a population of more than 1.2
billion all bode well for the industry. However, for a variety of reasons, India has not realized
this great potential.

Participants in India’s air cargo sector agree that inadequate infrastructure in the country is the
major obstacle, followed by cost inefficiencies and the need for governmental and tax reform.
But they are also optimistic that the needed changes will eventually happen.

“The air cargo market in India has the potential to become a global hub, but poor infrastructure
and [lack of] cost efficiency are the major challenges to growth,” says Shailendra Seth, head of
India operations for charter cargo specialist Chapman Freeborn. “However, this segment is
growing at a fast pace and will give a tremendous boost to the economy. In the past years,
aviation industry has seen many transformations.”

Seth says the Indian charter market is growing, but is short on “professional players.” He says
trade has grown over the past five years as a greater share of trade moved toward finished goods.
Products driving the growth include pharmaceuticals, gems and jewelry, transport equipment
and ready-made garments, he says.

Sam Katgara, owner of Mumbai-based Jeena & Company, one of India’s prominent freight
forwarders, says a third of India’s exports travel by air. He maintains that the Indian government
has made significant efforts to upgrade infrastructure, but much more is needed. He expects the
demand for air cargo to continue to rise.

“With the economy booming and rising GDP growth, air cargo witnesses a huge growth,”
Katgara says.

The government’s ongoing effort to develop infrastructure, the easing of regulations for foreign
investment in aviation and the introduction of cargo hubs and Special Economic Zones figure to
provide momentum for the growth of air cargo in the coming years, he says.

Katgara adds that air cargo is not recognized as an industry by the Indian government, which has
not shown a strong commitment to making it efficient and viable.

“Airports were developed primarily from the passenger standpoint, and thus requirement of
cargo facility development was not taken seriously,” Katgara says. “Cargo is generally the last
part to be thought of and is relegated to that part of the airport, considered not important
otherwise. This leaves the entire logistics of cargo – infrastructure and facility – in woefully
inadequate and poorly-managed area of the airport.”

Katgara notes that cargo infrastructure is much more than the cargo terminal, but also includes
special facilities for express freight, temperature-controlled goods, airmail and hazardous goods.
He says development of “cargo villages” is essential for India’s major airports.
Ashish Kapur, India-based regional cargo manager for Cathay Pacific, says the rise of India’s
middle class and subsequent increase in demand for imported items such as high-end fashion and
electronics has imports growing faster than exports. However, he says India’s weakening
currency should help boost exports. Pharmaceutical products are a key driver of exports,
followed by machinery and automobiles, he says.

Kapur agrees that improved infrastructure is the industry’s greatest need. He cites airports such
as Bengaluru International Airport near Bangalore and Hyderabad International Airport as
having modern cargo facilities and notes that improvements have been made at Indira Gandhi
International Airport in New Delhi. Kapur says cargo remains a challenge at airports that serve
big export markets such as Chennai International Airport and Chhatrapati Shivaji International
Airport north of Mumbai.

India should also expedite adoption of E-freight and off-airport customs bonded warehousing,
Kapur says.

Pukhraj Chug, managing director at Group Concorde, a general services agent company based in
Gurgaon, near New Delhi, believes India is poised for growth in both domestic and international
air cargo.

“On the domestic front, the emergence of the e-business is under-laying a whole lot of
opportunities and creating value propositions for the ultimate customers,” Chug says. “The
proposed centralized taxation system [a valued-added goods and services tax] will further
augment the business and create greater opportunities for both the service provider and
recipients.”

Devaluation of the Indian currency during the third quarter of 2013 made Indian exports more
viable and has resulted in cargo growth at most international airports, he says.

“The better economy in the USA and Europe and the emergence of newer markets for Indian
exports to the Far East has further strengthened the international export business,” Chug says.
“However, imports have declined slightly due to the expensive dollar. There is immense
potential for the next few years, and the global indicators suggest that the Indian market will
grow substantially in the near future.”

The airfreight sector remains challenged by what Chug describes as a lack of speed in
government reforms and tax restructuring, plus the ubiquitous need for infrastructure
improvements.

Among India’s airports, Indira Gandhi International Airport is among those making cargo
infrastructure improvements. Cargo traffic is on the rise with the airport handling 600,000 tonnes
in 2013, an increase of about 8 percent.

“One of the things we have done is work on a clearly-defined vision to make the airport the
cargo gateway for India,” says Sanjiv Edward, head of cargo at the airport. “We are working on
operations excellence, infrastructure and good connectivity.”
In addition to infrastructure, Edward says implementation of electronic data interchange systems
presents a formidable challenge.

“This is a challenge since different companies are working on different IT systems, and it
requires significant time and effort to integrate. The level of automation and intention to change
also varies across organizations,” he says. “There are many small players in the market who do
not want to make high investments in enhancing IT capabilities.”

Delhi International Airport Ltd., the consortium that has managed the airport since 2006, is
developing a system of airfreight stations (AFS), which Edward describes as extension of the
airports cargo terminals, but located strategically in manufacturing hubs.

“It is like taking the airport to the doorstep of the shipper or consignee,” Edward says. “They can
process cargo for customs clearance and handover to the AFS operator, who will then bring to
the airport.”

The stations benefit everyone along the supply chain, Edward says. For shippers, it means faster
processing of financial documents and reduced handling. He says airlines can now sell these
locations as online stations served through road feeder systems.

“This concept has been very well-accepted, and we are seeing the volumes grow consistently,”
Edward says.

German logistics firm DB Schenker has had a presence in India since 1996 and has 37 offices
across the country. It operates about 2 million square feet (185,806 square meters) of warehouse
facilities and employs about 2,500. Reiner Allgeier, CEO of Schenker India, also believes
exports will grow.

“Due to the continuous weak Indian currency, the import volumes will most likely not grow,
however, we expect to see a growth in export volumes of 3-5 percent as manufacturing and retail
is picking up,” Allgeier says.

Elaborating on the pesky infrastructure issue, Chapman Freeborn’s Seth says it is a major
roadblock to efficient cargo handling. He says the cargo sector is poised for tremendous growth
if the infrastructure problem is ever solved.

“Cargo warehousing facilities are not up to standards at India’s major airports, and most of these
amenities are restricted to international freight,” Seth says. “Domestic cargo operations have
been largely limited because of non-availability of warehousing space in the Tier-II and Tier-III
cities.”

Katgara believes India can be a global air cargo hub once the infrastructure issue is solved.

“Considering its geographical location, India, especially Delhi, has the potential to become a
global hub for air cargo,” Katgara says. “Not only its geographical location but also the amount
of international trade that the country is engaged in now makes India a good location for such a
hub. Even a place like Dubai, where there is not much manufacturing or exports, is a successful
destination. There is no reason why India with all its growth in manufacturing sector and exports
and imports could not become another global hub.”

Katgara says the government’s recent decision to allow foreign direct investment into India’s
aviation sector is a “blessing” for the cargo industry because it will positively affect belly cargo.

“It is encouraging foreign players to venture into the Indian air cargo market, which would mean
direct connectivity to many new destinations and increased penetration of the services in the
country,” Katgara says. “This will happen primarily because the new players would look at
entering the Tier-II and Tier-III cities to avoid clutter in the metro towns and hence offer
improved connectivity. And the international airlines are quite positive about the future. The
government’s policies have been favorable toward the private participants entering the market.”

Cathay Pacific’s Kapur says with India’s weakening currency and political instability in
Bangladesh, garment orders are shifting to India, which should give exports a boost. Strikes by
workers in the Bangladesh garment industry have caused garment buyers to turn to India, he
says.

“Almost all the buyers source from all over the subcontinent, and it’s easy for them to shift,”
Cathay Pacific’s Kapur. “Also, as the Indian currency has weakened, the cost impact is not that
huge.”

The emergence of the pharmaceuticals industry is the major addition to the Indian export in air
cargo market, says Concorde’s Chug. He also notes growth in the textile and garment sectors
over the past year.

“Imports by air have not grown dramatically because of the unforeseeable exchange rate
dynamics,” Chug says. “But we see this is a temporary phase and hopefully it will correct itself.
“

Chug says that while cargo facilities have been improved at Delhi, Hyderabad and Bangalore,
Mumbai still has major challenges in infrastructure.

“In spite of new airports, due to lack of surface, ocean and rail connectivity, none of the airports
are poised to get the hub status of major international airlines,” Chug says. “Should the global
economy not become bullish on international trade, Indian exports could face some more
challenges. But I am optimistic that Indian exports and imports will grow.”

Katgara agrees that upgrades are especially needed in Mumbai.

“It is very important to create more space at Mumbai Airport, which sees a chaos when it faces
little bit excess cargo,” he says. “Considering that cargo exports at Mumbai will grow, it is very
important to concentrate on creating more space for cargo.”
Aviation industry means the entire aviation in India. Here, the industry can be divided into two
major parts- civil aviation and military aviation. Among lots of other industries, the aviation
industry is the fastest growing industry in India. The aviation manufacturing hub in India is
located at Bangalore, and it constitutes around 65% share of manufacturing.

As the number of people, traveling by air, is increasing a lot, the prospect of the aviation industry
is getting hiked. The amount of tax, paid by the Indian aviation sector, is more than INR 87.5
billion. The huge range of services, offered by the aviation industry in India includes cargo
airlines, airport management, private jets and helicopters, maintenance, repair and overhaul, in-
flight catering, ground handling and lots more.

Strengths in the SWOT analysis of Aviation Industry in India

The strengths of an industry or the businesses are mainly those things which make them unique
in the market and also keep them far ahead of their competitors. The strong areas of the Indian
Aviation Industry are as follows-

 The strength of the Product– For every successful business, this is one of the most
common objects that play a huge role in increasing the strength of the business. To the
aviation industry in India, the product is air travel which is growing every day. The
increased propensity to fly has provided immense growth to the industry while the huge
population of the country plays the rest of the part.
 Consolidation in Aviation Sector– the Indian aviation industry is growing because of the
alliance it has got to promote its substantial growth.
 Low-Cost Service– There are lots of airline services which are bringing the opportunity of
flying at comparatively low cost than other plush airline services. Due to that, people try to
fulfill their dream to fly.
 Changing Lifestyle of People– Lifestyle of people is regularly changing, and the
disposable income has also increased. This gives the opportunity of the enjoying the lavish
way of traveling, flying.
 The Labor Cost Is Low– in India, the labor cost is quite low, that is $30-35 per man for
an hour. This is $55-60 in the Middle East and South-East Asia and even more in the USA
and Europe.
 When Safety Is Concerned– This is one of the safest modes to travel in comparison to
others and also the quickest. People will prefer it more.
 Highly Trained Staff– No matter the ground staff or the flight attendants, the Indian
Aviation Industry is getting hyped because of the crew members of the industry.
 Dealing with Advanced Technology– From fuel-efficient transport to the advanced and
automated ground process, technological advancement has made this industry one of the
fastest growing industries in the world.
Weaknesses in the SWOT analysis of Aviation Industry in India

Weaknesses mean these are the areas where the industry has scopes to do better than before. The
places of improvement in this industry are-

 Personal importance Gets More Importance– Each Airline Company deals with their
own problems and concentrates only on their own issues instead of thinking about the
entire industry of India.
 Lack of Infrastructure– It is true that the Government is trying their best to get better-
planned airports and top class infrastructure, still there are certain loopholes.
 Fixed Revenue– This is a weakness of aviation industry in comparison to other transport
industries. Actually, once the flight goes, the empty seat will remain empty.
 Still Quite Expensive– No matter how the airline companies are providing cheap offers,
still flight tickets are expensive and also require pricy disbursements.

Opportunities in the SWOT analysis of Aviation Industry in India

These are the areas which can be used to gain more revenues for the business. Some essential
opportunities of this industry are as follows-

 Improvement in Investment– For the green field airport the Government has approved
100% FDI of which 49% is for domestic airlines. Foreign investments up to 74% are
permissible for direct investment.
 Technological Advancement– The more technology will keep on blessing, the facilities
like automated ground processes, fuel-efficient aircrafts, etc. are booming around.
 Increased Revenue– The in-flight customer-friendly services have been increased, and
the other value-added products will also raise the revenue as customers have to pay for
those separately.

Threats in the SWOT analysis of Aviation Industry in India

These are the factors for a business which bring jeopardies for the industry and decline the
growth of it. Some of the threats to aviation industry in India are-

 Economic Downturn– A global economic slump can affect the growth of the aviation
industry as it will disturb the leisure traveling along with business traveling.
 The threat of Terrorist Attack– Seeing the situation of the world; this is always a great
risk for the flights and overall aviation industry.
 Increasing Cost of Fuel- Though fuel-efficient airlines are emerging, still maximum
airlines are dependent on fuel. The cost is increasing which will inevitably make the flights
more expensive
  Shortage of Skilled Manpower– This is a real trouble as skilled manpower like
professional ground staffs, cabin crew, flight attendants, and pilots are not highly
available.

Air Cargo Faces These Four Logistics Challenges in 2019

By Jos Nuijten, Vice President, Network Integration Strategy, Descartes
Many factors have combined to create an optimistic yet challenging climate for the air cargo
industry. One of these is the continued growth of e-commerce globally, which has had a
profound impact on the sector.
In a way, air cargo has experienced a renaissance in the last several years because of
skyrocketing international e-commerce amid heightened consumer expectations and reduced oil
prices.
Additionally, airfreight has become increasingly competitive against other modes of
transportation in recent years. According to the International Air Transport Association (IATA),
airfreight demand is at its highest level since May 2018, growing more than three percent in
October compared to the previous year.
While this increase was driven largely by an expectedly busy Q4 peak, $17.5 billion worth of
cargo—35% of all global trade by value—is moved via airfreight daily. Airlines themselves are
also performing well. IATA predicts the global airline industry will end 2019 with its tenth year
of profitability. Impressive gains for an industry that was once—not long ago—on the brink of
collapse.
Despite favorable circumstances, sustained performance and an optimistic economic outlook, the
air cargo industry does face challenges ahead. From evolving global trade tensions to continued
pressure to embrace industry-wide digitalisation, here are four key logistics issues that will be
important for top performers to address in the New Year:
e-AWB
Nearly 10 years after its first introduction in 2010, on January 1, 2019, the electronic air waybill
(e-AWB) will become the default contract of carriage for all air cargo shipments in a move
designed to embrace digital processes throughout the air supply chain.
While this necessary change helps the industry get one step closer to eliminating inefficiencies,
shipment delays and costly errors resulting from paper- and manual-based processes, it also
introduces bigger challenges that cannot be solved overnight.
In short, not only do supply chain stakeholders need to be able to effectively communicate
electronically, they also require access to timely and accurate information. Therefore, data
quality and the timeliness of that data quickly become a top concern, alongside technologies that
support mandatory digital requirements.
Security Filings
From a security filings perspective, more and more nations now require air carriers to supply
advanced information to customs and/or border control on incoming shipments.
Nations that already have this capability in place realize that they need the information earlier
and with better data quality. As a result, initiatives like Air Cargo Advance Screening (ACAS) in
the US (or, more generically, Pre-Loading Advance Commercial Information (PLACI)) have
been introduced and are becoming mandatory.
Along these same lines, the exporting air forwarder is also required to provide information either
to the carrier or directly to customs in the importing country prior to loading at the airport. With
the US and European Union (EU), this is relatively easy, but what if you are a US forwarder with
a shipment to, for example, Angola—do you have the ability to file to Angola?
Yet, perhaps the biggest challenge related to security filings is knowing which information
customs agencies internationally will require from one month to the next.
While customs may be communicating to companies within their own countries, supply chain
partners and their providers are often left scrambling to fulfill new or upcoming requirements.
New Mail Requirements
2019 also brings several important changes related to security filings and mail shipments. In
particular, the SAFE Framework of Standards as well as ICS-2 have eliminated the exempt status
previously given to mail.
In 2019, these changes require postal organizations and air express carriers to report information
on the mail shipments they carry to customs agents. As of 2023 (and the expectation is that this
will move forward), air carriers will also need to report postal shipments.
As a result, these entities must now determine how to get the required information from their
mail system into an environment that can be used to complete security filings. Further, filing for
both cargo and mail shipments needs to be provided to customs in a consolidated manner,
requiring even closer cooperation between air carriers’ cargo and mail systems.
E-commerce Glut
While the international e-commerce boom has been good for air cargo, the sheer volume of e-
commerce packages does pose new challenges for both domestic and international shipments.
Chief among them is the requirement of everyone involved in the air logistics chain—shippers,
brokers, forwarders, air carriers and truckers—to execute flawlessly to accelerate the movement
of goods, achieve quick clearances from customs and provide new levels of visibility to
customers throughout the shipment lifecycle.
The air cargo industry is in the midst of a significant transformation, one that grows stronger in
lock step with the need to move cargo more cost-effectively and faster than ever before.
Despite challenges ahead, technology holds the key to helping companies automate processes,
simplify compliance requirements and achieve new levels of data quality and information-
sharing with air cargo partners.
For the industry to continue to modernize itself, its processes and systems must also keep pace
with change.

References : www.marketing91.com
Volume

Freight volume in thousand

metric tons

Indira Gandhi
1,042.95
International Airport (Delhi)

Chhatrapati Shivaji International

963.46
Airport (Mumbai)

Chennai International
411.61
Airport (Chennai)

Kempegowda International Airpor

386.85
(Bangalore)

Netaji Subhas Chandra

Bose International Airport 155.23
(Kolkata)

Rajiv Gandhi International Airport

144.13
(Hyderabad)

Sardar Vallabhbhai
Patel International Airport 101.73
(Ahmedabad)

Cochin International
70.2
Airport (Cochin)

Pune International Airport (Pune) 47.39

Trivandrum International
25.17
Airport (Thiruvananthapuram)