#INTHEAIREVERYWHERE

    The supply and demand fundamentals of the air freight market have now deteriorated to such an extent that Drewry recently revealed rates across major lanes have fallen to the lowest level since the analyst started tracking the market back in 2012. Even worse, although the peak season may give a minor boost, many executives now believe low utilization rates, weak demand in some markets, and an excess of bellyhold capacity could consign the sector to a long-term downturn, or one that at least stretches into 2016.

    Li Wenjun, head and SVP, Air Freight, DHL Global Forwarding Asia Pacific, admitted that the Transpacific lane from Asia into the U.S. had been slowly tapering after benefiting earlier in the year from ocean congestion linked to the now-resolved West Coast port labor dispute, although he is among the Transpacific optimists as he looks forward to the peak season later in the year.

    “Growth on the Transpacific route was strong for the first four months of the year,” he told FlyingTypers. “As the West Coast Port operations return back to normal, we are seeing less conversion of ocean to air shipments.

    “As of June, we are seeing demand into the U.S. soften and volume should remain stable for the rest of the months until mid –September, when cargo volume should pick up when the traditional peak season kicks in.”

    He said the Transpacific peak this year would likely be shorter and smaller based on current market sentiments, although it would give demand a solid boost. “June and July have always been a slower season for the Transpacific route, and with the strengthening of the U.S. dollar, we anticipate market demand will continue to move up as we approach the 4th quarter of the year,” he added.

    “With some of the tech companies introducing new software and new gadgets under New Production Introduction, capacity in the U.S. has been stable, and with more airlines converting their traditional freighters to wide-body passenger aircraft, the available MD capacity will be tighter. Rates in the Transpacific route should move up in the coming months.”

    Intra-Asia lanes are also providing some grounds for optimism, according to Wenjun. He said the Asia Pacific was the only region to maintain consistent volume growth this year.

    “Countries in Asia Pacific are still growing, and with the spending power of the Chinese and their strong RMB, their appetite for imported goods, foods, and technology gadgets will continue to grow,” he said. “General air cargo rates for Asia Pacific will be stable and increase slightly towards the end of the year. As the choice of shipping within Intra-Asia is not limited to air, trucking and ocean freight also provide additional options.”

    Wenjun was pessimistic when he turned to the Asia to Europe lane, a mainstay for many freighter operators. He said overall demand on the lane was slow and the poor economic outlook for many European countries made it hard to be optimistic.

    “We don’t anticipate any major increase in volume except for the October to November periods due to the holiday seasons,” he added. “Capacity, in terms of freighters, has been introduced into Europe by the Middle Eastern and Chinese carriers and this will definitely have an impact on the overall rates situation if available capacity exceeds demand.

    “In summary, rates will remain low and move up slightly during peak seasons.”
Sky King

     A long time in the making, India’s first privately controlled and operated Air Freight Station (AFS) kicked off in Chennai last month.
     Industry stakeholders might remember that bids to start AFSs earlier in Chennai failed for a variety of reasons.
     The AFS concept was floated in 2006 when a spurt was seen in the air cargo traffic in Chennai.
     The airport’s cargo complex was congested and the only way to clear the clutter was to have an AFS in close proximity of the airport, where pillarization, Customs, and other facilities could be completed.

Years In The Making

     Later, efforts by the government-controlled Central Warehousing Corporation were made, but could not take off.
     This time around, however, with the Ministry of Civil Aviation backing the creation of AFSs, the first one—spread out over 20,000 sq. ft.—has started operations. In fact, the Indev-controlled unit got its operating license from the Customs Department three years ago but was delayed because of the lack of EDI (Electronic Data Interchange) connectivity.
     An enthusiastic Xavier Britto, chairman, Indev AFS, pointed out soon after the station opened its doors that the station “ handled 5-10 percent of the cargo of Chennai airport.”
     “Now, the ULDs can be moved directly from aircraft to bonded trucks and “to our facility where all operations similar to what is available at the airport will be provided,” Britto said.
     “Customs officers are present on-site round the clock to do the entire formalities, including the online filing, assessment, inspection, and delivery,” Britto added.

Time Saving Charges

     “The AFS,” said Britto, “is reducing the lead time significantly from the present airport clearance period, which is five days.
     “In addition, the airport levied demurrage charges after 72 hours.
     “At the AFS we want to give a second day delivery and demurrage charges will be collected only after five days,” he said. Indev’s charges will be 15-20 percent less than what is being paid by stakeholders at the airport.

Looking for Partners

     Indev has started talks and has signed contracts with a number of international carriers like Lufthansa and Singapore Airlines, Mr. Britto indicated.
     Perhaps what is of prime importance to the ex-im trade is that the AFS license allows it to consolidate import cargo not only to Chennai, but also to other airports in the south like Bengaluru, Hyderabad, Kochi, and Coimbatore.
     Incidentally, Chennai apparently has the capacity to handle half a million tons but did a business of only 0.22 million tons last year.
     That airport lost out a lot of cargo because of congestion and inefficient handling methods.
     “Some of the clients have gone to Hyderabad, most of them have gone to Bengaluru,” said Britto.
     “The AFS will help to stem that drain as we deliver the technology.
     “Our Web Management System (WMS) enables customers to find out how their shipments are being handled from their offices in real time.
     “Through the web you can monitor your cargo movement, de-stuffing, handling, and delivery,” Britto pointed out.

Imports At Start Up

     For the first few months, however, Indev AFS will only handle imports. Import shipments will be transported by road to the AFS from the airport, where Customs will issue the clearance.
     The facility will be handling automobile, electronics, electrical, and textile industry components.

Why Will AFS Work?

     Talking about the AFS concept, Britto, a former professor of the city’s prestigious Loyola College, said that “in India around 2.2 million tons of cargo per annum is handled through airports and the existing infrastructure at airports continues to be inadequate to deal with the growing volume of cargo.
     “This leads to high dwell time and high transaction costs for imports and exports.
     “In order to meet the requirements of the industry, the government has been constantly evolving various facilitation measures, and measures have been taken for the creation of adequate mechanization, automation, and reliable infrastructure.
     “To facilitate faster clearance and delivery of goods in a swift manner, the government notified dry ports in the hinterland as Customs Stations.
     “The AFS is based on the idea of providing nodes for air carriers near industrial clusters and major warehousing stations.
     “Normal activities, such as Custom Documentation and Examination, Cargo Acceptance Check, Security Checks, cargo palletization, and warehousing are carried out at AFS.
     “The processes will reduce congestion at the gateway airports and carrier operators can choose the AFSs as final destinations for delivery of cargo,” Mr. Britto said.
     Back in 1999, Britto pointed out that the government of India issued Circular No. 69/1999 (dated 06.10.1999) for movement of import cargo by containers/trucks from Airports/ACC to ICDs/CFS/Airports/Air Cargo Complexes (ACCs).
     Though the circular was issued 16 years ago, due to various reasons, the facility of transshipment from gateway airports to AFSs has remained a non-starter.
     “After constant persuasion and various representations, the government has developed a software model for transshipment of cargo from Air Cargo Complexes to Air Freight Stations and Air Cargo Complexes (ACCs) in other Customs Station under the existing EDI system” Mr. Britto said.
     “This facility will be used by various stakeholders shortly and will ensure complete accountability under the existing EDI system.”

Adding Infrastructure

     For its part, the Airports Authority of India will be creating an additional bay in Chennai for wide-body aircraft as well as a new cargo bay.
     The two will be ready within a year and freighters that were going away to Bengaluru would, AAI officials hoped, start landing in Chennai.
     The growth trends are showing: the airport, for example, handled exports of 24,300 tons of textiles and garments and imported around 20,900 tons of engineering goods in 2014-15.
     Between January and June 2015, Chennai airport saw 110,691 mt (international) and 41,488 mt (domestic) of cargo (in the same period in 2014, the airport handled 109,543 mt of international and 36,585 mt of domestic cargo).
     AAI told FlyingTypers that it also has plans for a common user cargo terminal and an additional bay for Boeing 747s in the second phase of the airport expansion.
Tirthankar Ghosh