Factors affecting the efficiency of air cargo transportation in Russia

It is difficult to say there is mode competition; all else being equal air transportation is losing to other modes. Moreover, delivery times play a crucial role in this, choosing the mode depends on urgency and the value of the cargo. Company B also acknowledges high dependency of air cargo transportation on passenger route network and airlines consider passenger transportation as a main source of revenue. It is hard for airlines to compete with other modes in terms of volumes.

Since it is a monopolized market, many small and medium companies have no other choice but to diversify and apply cost-cutting technics in order to keep their position at the market. Such as, opening new destinations, cutting cost in terms of personnel and others. Companies have to diversify and provide discounts. Some of the freight forwarders switch to tourism and even start to sell tickets, because they are “short” money and are very liquid.

Almost all regional airports require a lot of investments for recovering and building the cargo handling infrastructure, for purchasing modern equipment and technologies. It is quite often, that airports do not have cargo terminals at all, and are forced to refuse the customer in cargo service because they do not have loading/unloading equipment, transportation tools (forklifts) and as a result no appropriate personnel. The e-freight standard is viewed as necessary but again impossible.

In 2015 Transaero remained the third air carrier in the country and all its cargo flows are going to be grabbed by Aeroflot. Transaero was damping and had much lower tariffs, now the situation is going to change. Therefore, Aeroflot is abusing its power by “ruining” Transaero. Company has also identified high cost of ground handling, terminal handling and overall economic situation as main challenges. Company B does not expect many changes in the nearest future and considered attractiveness of the market as low, the market is mainly affected by economic trends. Again, it is possible to say that for airlines passengers are far more important than cargo, which does not get a proper amount of attention.

3.2 Discussion

The main challenges of the 3PL companies in air cargo transportation market in Russia are high cost of ground handling, overall economic conditions, increased fees at airports, cost of terminal handling, monopolized market and underdevelopment of regional airports infrastructure. The results of the questionnaire survey are more or less the same, except interview companies also indicated terminal operations and monopolized market.

The relation between air cargo demand and economic activity has been very well documented in the literature (Kasarda & Sullivan, 2006; Chang and Chang, 2009) indicating that air cargo volume and GDP per capita are mutually interdependent and causal. The flow of airfreight in any country depends on the economic relations with other countries, more specifically export and import, the cost of transportation and rates of exchange. In this case, it is worth mentioning that airfreight transportation is a driving force of trade between economies, predominantly countries that are far away from each other. Exchange rates have played a crucial role in Russian market and have certainly affected the overall performance and cargo volumes.

A study by de Lima et al. (2007) in Brazil has shown that the most relevant aspects found in their survey are related to price and cost reduction, but with a certain focus on the need for planning by airlines and by airport administrators in order to create better operating conditions. Air cargo agents stated their difficulties in dealing with Brazilian airlines because of the lack of infrastructure. This results in an unbalanced game between national and international agents. National and international airlines complain about the lack of airport infrastructure and about the air traffic control, unable to handle their operations in a more rapid and efficient way, thus resulting in higher costs.

Therefore, the results of this study show similar results, high cost of ground handling, increased fees at airports and cost of terminal handling are all related to infrastructural problems. The main trend of the market according to results of the survey is to keep the position in the market, so again price and cost reduction is viewed as the factor of primary importance. The cost reduction strategy involves opening new destinations, because airport lower the land handling costs for new destinations. However, this only relates to airlines not to freight forwarders. Airlines can use economies of scale when using wide body aircrafts by increasing tariffs or switch to other cargo terminals. The last thing is possible for Moscow Aviation Unit (MAU). For forwarders the strategy is to reduce the number of staff to minimum, which not a very surprising way and is not industry-specific at all. Some companies postpone the projects or extend them in time because of the world economy, sanctions against Russia and the contra-sanctions, devaluation of ruble and drop of oil prices, capital outflow and decrease of investment activity

It is very important to highlight that at the same time level of personnel qualification, customs regulatory system and high price of shipment to long distance are not viewed as a constraint to their business. The participants of the survey do not consider an increase of online sales as a driver of the market, but it seems be one to the author of the paper. Perhaps, respondents do not have the overall picture of the market and probably do not work closely with online orders, so this discrepancy is understandable. In addition, the low level of personnel qualification is not a challenge for companies in the market. A study by Moser et al. (2014) of western companies, operating in Russia showed that all interviewees highlighted human resources as a key resource for their operations in Russia. As a part of that problem, respondents also mentioned lack of transparency and big employee turnover rates.

Another very interesting and surprising result is that customs regulatory system is not considered as a challenge by participants of the survey and interviewed companies. However, in literature (Fisenko, 2011) and many other materials on the market custom is viewed as a major constraint for effective logistics in Russia. Not transparent system of customs regulations prevents air cargo transport from exploiting its main competitive advantage - speed. The price goes up as well, and the client is forced to search for alternative modes of delivery, often at the expense of preserving the quality of goods. Of course, there are some minor attempts to solve this issue; however no practical results can be noticed so far. For example, creation of Customs Union between Russia, Belarus and Kazakhstan did not result in any improvement.

It is hard to give a clear explanation on what are the reasons for such result. The author of the paper attributes two above mentioned discrepancies personnel qualification level and customs regulations, to lack of interest of freight forwarders and airlines to develop and improve. As it became clear during market analysis, Russian air cargo industry is monopolized, so companies do not have the incentives to develop and do not see any other improvement measures except for cost-cutting strategy.

The problem of monopolism is indeed a very important one. The segment of oversized cargo is dominated by AirBridgeCargo and sized cargo by Aeroflot. In 2015 Transaero remained the third air carrier in the country and all its cargo flows are going to be grabbed by Aeroflot. Transaero was damping and had much lower tariffs, now the situation is going to change. According to S7, passenger airlines that carry cargo in the luggage compartments and cargo carriers are not competitors. Volga Dnepr has developed a route network according to effectiveness of cargo flows, they carry oversized cargo. Passenger airlines form their route network according to passenger flows and cargo is just for filling the empty space. Aeroflot is, on the contrary, views cargo carriers as competitors, because cargo airlines have lower frequency of flights and are less effective in delivering special types of cargo (perishable, urgent and with very high quality).

According to Daft & Albers, 2013 and Lohmann & Koo, 2013 it is important to look at the business model and value proposition of the carrier. Cargo airlines are losing to Aeroflot mainly because of less expanded route network, service quality (frequency and timetable convenience) and opportunities to ship cargo of special requirements. Volga-Dnepr is mainly focusing on charter flights of oversized freight - it is the segment where passenger airlines are not represented, such specialization is based on relatively low utilization of its capacities (around 46%, market average 67), often aircraft is moved to a cargo-uploading place without commercial load. AirBridgeCargo thus is partially a competitor for passenger airlines, because they also ship batches of freight that do not require special delivery conditions (FMCG, cosmetics, equipment etc.)

AirBridgeCargo is the only big company in Russian Federation that regularly offers cargo transportation. Its growth can be explained by extensive and expanding the network and development of business in major international markets - North America, Europe and China. In general, import of air cargo in Russia is expected to decline or remain at the level of 2015; the same trend is anticipated for internal airfreight. Russian air carriers are not expected to show any positive trends and there is no ground for growth. A part of the costs of AirBridgeCargo is formed in the ruble zone, for example part of salaries and taxes, therefore devaluation of ruble is helps the company to be more competitive in international market.

There is no competition in the market, which is the main problem of the industry. Attracting multimodal operators, foreign companies and creating competition amongst airports could double current cargo flow. For example, Emirates are already using Domodedovo as transit hub on the route Dubai-Moscow-Frankfurt-Dubai. Development of air cargo transportation is connected to overall economic recovery and increase of demand for retail goods. In the long term, it might be possible to change global trade routes and to use Russian airport infrastructure for cargo warehousing, for example on the route Asia-Europe. Increase the number of parking spaces for aircrafts the number and quality of runways seem to be not helpful measures probably because the market is not used to its full capacity and such measures can only help in a saturated market or to attract international carriers.

The topic of intermodality has also been addressed in the questionnaire and two interviews. Respondents do not view lack of logistics operators with multimodal capabilities as a constraint to multimodalism in Russia, the infrastructural problems are much more important. To support that idea, operators consider price, cost competition with other modes preventing factors for infrastructural development, and increase in volumes. In addition, there is a lack of regional airports. Therefore, again infrastructural problems remain as the major ones.

Multimodality should be one of the main directions of governmental programs in terms of development of air cargo transportation segment. It is necessary to create multimodal cargo terminals with modern management technologies. Cargo aviation facilitates industrial and economic growth of the country by ensuring fast cargo delivery to remote destinations. Thus, the government of Russia should pay attention to development of cargo transportation. Today there is a problem of multimodalism and a vicious circle has appeared: pricing strategy of regional airports is not flexible, at the same time price competition with other modes of transportation does not allow to form cargo volumes sufficient for infrastructure development.

Many topics of transportation forums were related to the key trend of cargo transportation, which is development of multimodal cargo hubs. It is a logical idea because decrease of logistics costs is a key factor of investment attractiveness. The world experience shows that in order to succeed in building cargo hubs there must be the following three stages: governmental support, innovation (including IT), effective airport management. Synergy of those three aspects gives the basis to attracting investment into the industry. Undeveloped logistics and country territory size are the main reasons for excessive prices on imported goods and transport services. The share of logistical costs in Russia's GDP is 19%, which is twice as high as in USA or Germany. In the result, logistical cost are on average 28% of the price of the product, whereas in developed countries it is not more than 10%. Modern logistics that assumes the delivery of the cargo from the primary sender to the end receiver is built on multimodal schemes and logistics operator is responsible for delivery time, cost, cargo security and documentation. It is necessary to make a transition to a totally new level of industry development, and according to some opinions, Russia has the potential to do it. Firstly, it is the geographical location of the country as a basis for development of transitional cargo flows.

Currently there is a rather high demand for transit cargo flows but Russia is not fully competitive yet in this field because it cannot provide foreign clients with convenient and fast service. Mainly due to undeveloped ground infrastructure of airports and a series of unsolved issues relate to regulatory support of cargo transportation. The main competitors of Russian airports are rapidly developing airports of the Middle East, India and Central Asia. (Valdes, 2015) In addition to chain of hub-airports. They are needed first and foremost in Khabarovsk, Krasnoyarsk, Novosibirsk and Vladivostok in order to shift the imbalance of cargo flows from Moscow.

As a good example of how to increase the cargo flow, it is possible to mention the Dubai airport. In 4 years, they almost doubled its cargo flow due to special policies of the government, business support and significant investments in development of airport infrastructure. They also created free economic zones, introduced modern technologies and started using intermodal logistics with different modes of transport. Not that many years ago, this was the case particularly with Dubai Airport in the United Arab Emirates that use its competitive advantage, which is geographic position, placed halfway between Europe and Asia, and airport free trade zone to attract companies looking to invest in the Emirates. Nowadays, Dubai Airport is the largest air cargo center in the Middle East and one of the largest re-export hubs in the world. (Yamaguchi, 2008)

Because of the contra-sanctions, cargo flows significantly changed and manty types of perishable goods that have previously been transported by car are not shipped by air. However, not all types of cargo can be transported by air (i.e. coal). The situation on the market could deteriorate in the recent future, because warehouses in airports are half-empty. Despite the fact that in some cases in became more profitable to use airplanes, it is only applicable to the part of the companies with rapid financial turnover. Therefore, it is less sensitive to exchange rate volatility. For example, during delivery time of sea transportation, which is around 30-50 days, exchange rate can change by 15-20%.

In March 2013, IATA approved Multilateral e-AWB Agreement, that allows airlines and freight forwarders use the common electronic invoice. It is not mandatory to use such system but it is risky not to, because clients will not view them as competitive in a new business environment and companies can just be forced out of the market. IATA highlights the fact that e-Cargo will provide benefits not only for airlines but the entire supply chain.

Russia still is not on the top of the list in terms of air cargo transportation volumes; therefore, introduction of electronic cargo technology (e-cargo) is a way to go. It is worth mentioning that introduction of paperless documents and IATA e-freight standard in 2014 was a priority for Ministry of Transportation of Russian Federation but this study has not found any results of its implementation. The e-cargo system also includes air cargo invoice (e-AWB), domestic cargo invoice (HAWB) and security system (e-CSD). Domestic cargo invoice is for multimodal consolidated shipments air-car. The vast majority of respondent think that it is necessary to introduce e-cargo standard in Russia, but according to interviews, this is very unlikely to happen in the nearest future. However, the economic benefits from introducing e-cargo are represented below on Table 6.

Table 6. Economic benefits from introducing e-freight

3.3 Contribution, limitations and future research

This master thesis has identified key challenges that air cargo carriers face in Russia and trends of market in the context of current economic circumstances. Mainly the challenges are related to overall economic condition and its affects. It is possible to say that according to the results of the study the major problem is related to infrastructure. In that sense, practical contribution of the paper is to shift the focus from analyzing the issues of 3PL in Russia to analyzing the possibilities and opportunities for infrastructure development.

The study's findings contribute to a better understanding about the key features of air cargo transportation market in Russia as an emerging market. The introduced framework allows for a systematic analysis of interrelations between institutions and firms' resources - its structured approach is particularly promising for further examinations in transition economies and emerging markets at large (e.g. cross country/industry analyses). The study's results offer insights for air carriers in Russia in general and for 3PLs and other primarily business-to-business driven service industries in particular. Yet, a generalization of the proposed interrelations between institutions and firms' resources is hardly defensible - especially when accounting for distinct industries and their differing institutional environments. Thus, it remains to be explored whether the findings are industry- or Russia-specific or might represent patterns to be found in other transition economies or emerging markets in general.

This master thesis raises a question whether passenger route network has an impact on air cargo transportation routes. Passenger operations seem to be important for Russian air carriers and worldwide (Gardiner and Ison, 2008) but “not a significant factor in the airport choice for scheduled freighter operations in Europe” (Kupfer et al., 2016, 65). There is an opportunity for future research to prove or disprove this dependency. In addition, the level of personnel is important for western companies operating in Russia but not for Russian air carriers. The most important constraint of logistics in Russia according to Fisenko (2011) is the problem of customs regulations. The results of this study suggest that Russian air cargo carriers do not view customs regulations as a challenge to their business. Future research might focus on these discrepancies, observational and empirical studies often provide different results. Author of this paper attributes these results to the limitations of the survey and to monopolized market that does not establish any incentives for companies to invest in their personnel.

Future research can also focus on cross-regional studies of companies in emerging markets in in order to generalize the results within the scope of the world's air cargo industry. As a part of potential cost reduction schemes it might be interesting to research of supply chain integration in air cargo industry in emerging markets and demand forecasting. However, in Russia it is hard to justify a research on capacity management, which a very popular topic amongst researchers worldwide, because the amount of volumes right now does not give such possibility.

Owing to work force and research possibilities, the questionnaire survey was conducted via e-mail and the number of responses was relatively low. A large sample would ensure greater validity of the findings in reflecting the actual situation. In addition, the interviewees' background has to be noted: the inquiry for participating in the questionnaire has been sent to companies' e-mails and there was no requirement for a particular company position of the participant.

Conclusion

This master thesis researched the area of air cargo transportation in Russia and identified key factors that affect its efficiency. Understanding these factors is important in terms of achieving the goal of making the Russian market a transit of cargo flow between Europe and Asia. The industry has quite a few problems and economic crisis also has to be taken into account, especially in terms of its impact on the industry and challenges that it has created. Understanding the trends, where the whole industry is going is a crucial in terms of improving the current state of events.

This study was focusing on one market, in particular, and has extended the scope of research on air cargo transportation. Many of the previous studies in this area were focusing on one particular territory or region, mainly the United States of America and there was a lack of research specifically on Russian market. Due to complexity of the data collection process and problems that the research in Russia faces when it is needed to implement an empirical study, the focus of this particular paper was more general.

According to the results of the study, the companies in the market attribute the problems of the industry to macroeconomic and infrastructural factors. In terms of infrastructure, price and cost competition with other modes of transportation does not allow the necessary volumes of air cargo for airport infrastructure to develop.

From the questionnaire and the interviews, it is possible to conclude that there is a lack of understanding amongst companies how to improve the current conditions and efficiency. The only solution that seems plausible to cargo forwarders is cost-cutting technics. This master thesis has also reviewed scientific literature on air cargo transportation and many of current studies are related to demand forecasting, revenue and capacity allocation management. After examining the structure of the Russian market, it is possible to conclude that these topics are less relevant to Russia due to market specifics. In other words, the status of competition in the market can be described as a form of monopoly, which deprives the companies, especially small- and medium-sized of incentives to innovate and develop more cost-efficient schemes.

One of the surprising results of the empirical study is fact that customs regulatory system is not considered as a challenge by participants of the survey and interviewed companies. However, in literature and many other materials on the market custom is viewed as a major constraint for effective logistics in Russia. It is hard to give a clear explanation on what are the reasons for such result. It could be attributed to lack of interest of freight forwarders and airlines to develop and improve in a monopolized market. In addition, they became used to this environment and perhaps do not view it as a problem anymore.

As it was mentioned before, there are some opportunities for future research in this field. This master thesis could potentially be used as a basis for cross-regional studies of companies. It is important to generalize the results within the scope of the world's air cargo industry and implement different studies in emerging markets in order to identify similarities and patterns of freight shipment structure of emerging markets. Although, some of the modern research topic are hard to justify for Russian market due to its specifics.

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