national civil aviation policy icra research services civil avia.pdf · speedy no-frills airport...
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ICRA RESEARCH SERVICES
Contacts:
Subrata Ray +91 22 6114 3408 [email protected]
Kinjal Shah +91 22 6114 3442 [email protected]
Anand Kulkarni +91 20 2556 1194 [email protected]
National Civil Aviation Policy
“Flying to tier-II cities to get affordable, subject to implementation hurdles; New airlines to gain a space in international skies faster”
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What’s Inside
I. The Policy: Who is gaining?
II. Regional Connectivity: Affordable regional flying through fiscal support to airlines and development of no-frills airports
III. Scheduled Commuter Airlines: New category of airlines to boost remote connectivity
IV. The 5/20 rule: New airlines can fly international earlier than previously anticipated timeline
V. Route Dispersal Guidelines: Balanced remote connectivity plans of the government to impact profitability of airlines
VI. Airports: Positive intentions about policy level support
VII. Maintenance, Repair and Overhaul: A high potential industry to get a boost from policy reforms
VIII. Code-share agreements: Enabling seamless connectivity for passengers, without making investments in operating own aircraft
IX. Other key policies: Air Cargo and Ground Handling
X. Other key policies: Helicopters and Aviation Security, immigration and Customs, Bilateral traffic rights
XI. Other key policies
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Glossary & Definitions
AAI: Airports Authority of India
ASKM: Available Seat Kilometers – A measure of a flight’s passenger carrying capacity. It is calculated by multiplying the number of seats on
an aircraft by the number of kilometers flown
ATF: Aviation Turbine Fuel
Codeshare: A term used to describe an arrangement where one airline sells seats (the marketing carrier) on a flight operated by another
airline (the operating carrier). Both airlines display their respective flight numbers.
DFC: Domestic Flying Credits
GHA: Ground Handling Agency
MoCA: Ministry of Civil Aviation
MRO: Maintenance, repair and overhaul
RCS: Regional Connectivity Scheme
RDG: Route Dispersal Guidelines
SCA: Scheduled Commuter Airlines
VGF: Viability Gap Funding
Yield: Revenue per unit. E.g. Revenue per passenger.
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The Policy
NATIONAL CIVIL AVIATION POLICY
Regional connectivity is the key focus; new airlines to fly international earlier than anticipated Special Comment June 2016
Positives
Easier international flying norms for new airlines
Fiscal support for flying on regional routes
Better infrastructure
Lower airport and other related charges
Positives
Strong regional connectivity at affordable prices –
target fare of Rs. 2500 for one hour flight
Improved options for international flying
Higher safety standards
Positives
Regulatory clarity with hybrid-till to be adopted
uniformly for tariff
Fiscal support for strategic airports
Regional connectivity to boost performance of
more number of airports
Positives
Policy level support and ease of doing business for
MROs
Improved ground handling services
Policy level support for cargo operations
Negatives
Increased competition for international routes
Changes in RDG1 – marginally higher capacity
requirement on Cat II/ IIA routes
Negatives
Levy on Cat-I and Cat-III routes to increase fares;
however, would not materially impact demand
Negatives
Viability of airports in the context of hybrid-till
model and lower airport charges
Challenges
Speedy no-frills airport
development
Participation of states in
RCS
Timely receipt of fiscal
funding support for RCS
Financial viability of
airports
Negatives
Impact on profitability of GHAs with increased
competition and no rationalisation of royalties and
other charges levied
Airports Support Services
Airlines
Passengers
National Civil
Aviation Policy -
Who is gaining?
1 Route Dispersal Guidelines (RDG), current clauses, proposed changes and their impacts are explained in subsequent sections
The Ministry of Civil Aviation (MoCA) released the National Civil Aviation Policy (NCAP) on June 15, 2016, after incorporating feedback from the various
stakeholders on the Draft policy which was released on October 30, 2015. The NCAP is aimed at providing a favourable eco-system and a level playing field
to various stakeholders like Airlines Airports, Cargo, Maintenance Repairs and Overhaul (MRO) services, and to make flying affordable for the masses.
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Regional Connectivity: Affordable regional flying through fiscal support to airlines and development of no-frills airports
One of the prime focus areas of the NCAP is improving regional connectivity. The MoCA proposes a Regional
Connectivity Scheme (RCS) to be implemented from Q2 FY2017 in order to boost penetration into remote places.
Impact:
•Viability gap funding (VGF) indexed to ATF prices and inflation based on competitive bidding and necessity of the route - shared between MoCA and State Governments in 80:20 ratio (90:10 for north eastern states)
•Regional connectivity fund (RCF) will be created to provide VGF, to be funded by a levy on domestic routes except Cat II, IIA and RCS routes and aircraft below 80 seats
•Service tax on 10% of the taxable amount, excise duty on ATF at 2% for three years
Central Government
•Reduce VAT on ATF to 1% or less for 10 years
•Provide free land, multi-nodal connectivity, free police and fire services, concessional power, water and utilities
State Governments
•Revival of unserved/underserved airstrips with an indicative cost of Rs. 50-100 crore
•Explore possibilities of PPP route for airport development Infrastructure
•No airport charges; no landing, parking and terminal navigation landing charges for 10 years
•Nominal route navigation facilitation charges for 10 years Stakeholders
Gainers:
Regional Passengers
Losers:
State Governments
Cat-I Passengers
Target Fare Rs.
2500
Central Support
State Support
Infra-structure
Stake-holders
TARGET: An all inclusive fare (indexed to inflation) of
Rs. 2,500 for a distance of 500 kms to 600 kms
(equivalent to about one hour of flight) on RCS routes.
The target is proposed to be implemented by a
comprehensive plan involving support from central
and state governments, new infrastructure
development and financing support.
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Regional Connectivity: Affordable regional flying through fiscal support to airlines and development of no-frills airports
Impact:
Proposed policy level support is a positive for enhancing the reach
Development of existing air strips into no-frills airports will play a crucial role in success of the scheme
Levy on other domestic routes is expected to be minimal and would not materially pricing of other routes
Challenges:
? Requirements from states for lower taxes, free land and VGF support might hinder the broad based
acceptance of the scheme by States. Also, lack of unanimity amongst contiguous States, especially in regions
like North East, may impact implementation
? Success of the scheme hinges on timely implementation of no-frills airports development
? Enthusiasm from the airlines to participate considering the low target fares and timely implementation of
mechanism to achieve the target fare
? Dependence of airlines on government support and possible impact on liquidity position due to delayed
receipt of funding
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Scheduled Commuter Airlines: New category of airlines to boost remote connectivity
The MoCA has proposed a new category of airlines which are essentially lower capacity carriers connecting remote
locations. The airlines are expected to be low cost carriers given that they would benefit from relaxed guidelines, fiscal
support and probable subsidy support. Key requirements and incentives for the SCAs are given below.
Shall have aircraft having maximum All Up Weight (AUW) not exceeding 40 tons
The minimum equity capital requirements would be on the basis of number and size of aircraft in the fleet
There would be a prescribed minimum number of aircraft to maintain regularity of operations
The operators may additionally carry out domestic charter operations
Permitted to have code share with other domestic and international airlines
Impact:
Expected low paid-up capital requirement may increase interest of participants
Improved commercially viable operations due to potentially higher capacity utilization levels with small sized
aircrafts
To improve remote connectivity in the country
Challenges:
? Adherence to safety guidelines by comparatively smaller airlines
? Nuances of the policy (primarily about route dispersal guidelines, RDG2) will have to be understood before
private players start investing
Gainers:
Regional Passengers
2 Taking into account the need for connectivity to remote regions in the country, the MoCA has laid down Route Dispersal Guidelines. According to these guidelines, all
scheduled operators are required to deploy in the North Eastern region, Jammu & Kashmir, Andaman & Nicobar Islands and Lakshadweep (Category-II routes) at least 10% of their deployed capacity on trunk routes (Category-I routes, explained in subsequent sections). Further, at least 10% of the capacity on Category-II routes is required to be deployed for connectivity exclusively within these regions. 50% of the capacity deployed on Category-I routes is to be deployed on routes other than Category-I and Category-II routes i.e. Category-III routes.
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The 5/20 Rule: New airlines can fly international earlier than previously anticipated timeline
Gainers:
New Airlines
The NCAP has modified the 5/20 rule3 with a new one i.e. 0/20. Details of the new rule are given below.
All airlines can commence international operations provided that they deploy 20 aircraft or 20% of total
capacity, whichever is higher, for domestic operations. No restriction on number of years of operations
The capacity will be calculated in terms of average number of seats on all departures put together
Schedule of airlines will be the basis for monitoring, assuming six departures per day for an aircraft
Impact:
A positive for new airlines as they can commence international operations earlier than five years, provided
they can ramp up the fleet rapidly; expected to take atleast two to three years
Earlier rule required airlines to have a fleet of 20 aircraft to fly international routes, without any riders on
deployment of fleet for domestic operations. The new rule has requirement of deploying minimum 20 aircraft
on domestic routes; hence, the carriers can start meaningful international operations only after achieving
sizeable fleet over and above 20 aircraft.
New Airlines Fleet as on
FY2016
Proposed
addition in
FY2017
Expected
fleet as in
FY2017
Expected start of
international
operations
Expected Start of
international
operations
Before NCAP Before NCAP Before NCAP After NCAP
AirAsia India 6 2 8 June 2019 2-3 years from now
Vistara 9 4 13 January 2020 2-3 years from now
Source: ICRA research
3 The 5/20 rule required domestic airlines to complete five years of domestic flying and have a fleet of 20 aircraft before they can operate on international routes
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Route Dispersal Guidelines: Balanced remote connectivity plans of the government to impact profitability of airlines
Taking a note of increased traffic on major routes, the policy suggests addition of more routes in Cat-I4, which in turn
will increase the capacity deployed on remote locations i.e. Cat-II and IA routes. The details of changed clauses are
given below.
Earlier clause New clause
Cat-I routes3 Predefined 12 routes Addition of new routes having flying distance of 700
kms or more, average seat factor of 70% and annual
traffic of 5 lakh passengers
- Rationalization of Cat-I routes every five years
Cat-II routes 10% of Cat-I routes 10% of Cat-I routes
- New routes for Uttarakhand and Himachal Pradesh
added to Cat-II
Cat-IIA routes 1% of Cat-I routes 1% of Cat-I routes
Cat-III routes 50% of Cat-I routes 35% of Cat-I routes
Impact:
Increase in Cat-I routes will adversely impact airlines’ performance as there would be proportionately
increased requirements for flying on less profitable (Cat-II & IIA routes) category routes
Reduced requirement for Cat-III routes will be beneficial for the airlines as they can discontinue operations on
some of the loss-making routes in Cat-III (provided the reduction in percentage requirement is irrespective of
the airline’s participation in RCS)
Overall, these proposed changes in RDG would be marginally negative for the airlines – with capacity
deployment on loss-making/ less profitable Cat-II & IIA routes increasing from current 6.8% to 7.5%
Gainers:
Cat-II cities
Losers:
All the airlines
4 Category I routes earlier covered 12 city pairs connecting metropolitan cities (Mumbai-Bengaluru, Mumbai-Kolkata, Mumbai-Delhi, Mumbai-Hyderabad, Mumbai-Chennai,
Mumbai-Thiruvanathapuram, Kolkata-Delhi, Kolkata-Bengaluru, Kolkata-Chennai, Delhi-Bengaluru, Delhi-Hyderabad and Delhi-Chennai); Category II routes earlier covered routes connecting the North-Eastern Region, Jammu and Kashmir, Andaman and Nicobar Islands and Lakshadweep with cities in Category I and Category III routes; Category IIA routes earlier covered city pairs within the North-Eastern Region, Jammu and Kashmir, Andaman and Nicobar Islands, Lakshadweep, and Cochin-Agatti-Cochin; and Category III routes cover any city pair that does not fall in Categories I, II and IIA.
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Airports: Positive intentions about policy level support
The MoCA has articulated the need to reduce airport charges in order to make aviation industry viable. Key provisions
regarding airport policies are mentioned below.
MoCA will coordinate with stakeholders to identify ways to bring down airport charges, while abiding by
existing agreements; it will endeavour to achieve cost efficiency of future airport projects
Tariff determination on hybrid-till model5, cross subsidization of aeronautical revenue with 30% of non-
aeronautical revenue
If tariff comes out to be excessive, then ways to keep the tariff reasonable and spread the excess amount over
a longer period in the future will be explored
Explore ways to unlock the potential of airport land by liberalizing end use restrictions
MoCA will coordinate with ministries and state governments to provide multi-modal connectivity
Minimum level and standard of cargo facility to be ensured in future airport developments
AAI will take up new airport projects subject to:
Non-zero IRR for non-RCS projects
State/central government providing VGF for strategically important projects
Free land from state government without equity treatment
Availability of sufficient land for commercial use
AAI may be suitably compensated by the Central government and/or State governments or the private airport
operator in case a new greenfield airport is approved in future within a 150 km radius of an existing AAI
airport, provided the AAI airport is not reaching the saturation point
AAI may be given the right of refusal or equity participation (26% to 49%) in the new airport or AAI may be
allowed to form a JV with the respective State government
Impact:
Reduced regulatory uncertainty with uniform adoption of hybrid-till and policy level support The policy shows intention of reducing charges and fees at airports, thereby benefitting the airlines
Hybrid-till model of tariff determination for new airports to help balance the interests of airport operators as well as passengers
Challenges:
? Clarity on whether the hybrid-till model, coupled with lower airport charges would make the airport operations viable, or whether the same would be subsidized by the State/ Central Governments
? No clarity on dispute redressal mechanism for conflicts between AAI and private players
Gainers:
Airlines
5 Under the hybrid till model, the airport operator adds a part of the non-aeronautical (duty-free shops, hotel, restaurant, among others) revenue and the total revenue
from the aeronautical (landing, parking and ground handling charges) side to compile total earnings.
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Maintenance, Repair and Overhaul: A high potential industry to get a boost from policy reforms
The MRO business of Indian carriers is estimated to be around Rs. 5000 crore, 90% of which is currently spent outside
India – in Sri Lanka, Singapore, Malaysia, UAE etc. Thus, with a view to develop India as an MRO hub in Asia, attracting
business from foreign airlines, the following steps are proposed.
No VAT on MRO services
No Customs Duty on aircraft tools and tool-kits
Storage of duty-free spare parts imported by MROs extended to three years from the current one year
Advance exports of serviceable parts enabled for providing exchange/ advance exchange of imported
unserviceable parts
Prompt visas to be provided to foreign MRO experts, especially in cases of an Aircraft on Ground (AOG)
situation where temporary landing permits shall be issued
Provision for adequate land for MRO service providers to be made in all future airport/ heliport projects
having potential for MRO services
No levy of airport royalties and additional charges on MRO service providers for a period of five years from
June 15, 2016
Impact:
Elimination of various taxes and duties would facilitate developing India as an MRO hub, not only servicing
Indian airlines, but also foreign airlines
Simplification of approval process will help fast track the services
Growth in the domestic MRO industry will have the dual effect of augmentation of revenues of airport
operators as well as reduction in costs for the airlines
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Code-share agreements: Enabling seamless connectivity for passengers, without making investments in operating own aircraft
Code share agreements A Code-share agreement between two airlines allows one airline (the marketing carrier) to sell seats on a flight operated by another airline (the operating carrier), to enable seamless connectivity for passengers. Both airlines display their respective flight numbers.
Domestic codeshare points in India shall be liberalized with Air Service Agreements (ASA) framework
Indian carriers will be free to enter into code share agreements with foreign carriers for any destination within
India available under ASA
International codeshare between Indian and foreign carriers will be completely liberalized subject to ASA
No prior approval from MoCA will be required – Indian carriers just need to inform MoCA 30 days prior to
starting the codeshare flights
Impact:
The airlines will be able to expand their offerings in terms of number of destinations, and in some cases, the
flight timings that they can offer potential customers, without having to operate their own aircraft
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Other key policies: Air Cargo and Ground Handling
Gainers:
Airlines
Losers:
Ground Handling Agencies
Airport Operators
Air Cargo Given its importance from a ‘Make in India’, e-Commerce and exports perspective and the high employment potential
of the segment, the policy aims at promotion of both domestic and international Air Cargo.
Air Cargo co-located with an airport will be accorded ‘infrastructure’ status
Dwell time of domestic air cargo to be reduced to 48 hours by December 31, 2016 and 24 hours by December
31, 2017; dwell time for exports to be reduced to 12 hours and 8 hours by December 31, 2016 and December
31, 2017, respectively
Paper-less processing of air cargo; customs procedures to be simplified
Endeavour to have all relevant Central Government authorities under one roof, at the cargo terminals; single
window clearance system at cargo terminals for prompt clearances
Low user charges to be levied on cargo facility so that it does not become an entry barrier
Airport operators to be encouraged to provide space on 10-year lease to operators of express cargo and
freighters who may then develop dedicated infrastructure
Impact:
According infrastructure status will help speedy movement of cargo on the back of single-window clearance
Increased revenues from air cargo will help airlines subsidize the cost of passenger tickets and thus take flying
to masses
Ground Handling All major airports to have atleast three Ground Handling Agencies (GHAs), including Air India’s subsidiary/ JV
at an airport to ensure fair competition
Air India’s subsidiary/ JV to match the lowest royalty/ revenue share offered by other third-party GHAs
Domestic airlines and helicopter operators will be free to carry out self-handling themselves or through their
own subsidiaries
Hiring of equipment from outside agencies permitted; hiring of employees through manpower suppliers not
allowed
Impact:
While the airlines will benefit from increased competition, it will have a negative impact on the revenues of
GHAs as also the airport operators
With no rationalisation of royalties and other charges levied on GHAs, the profitability of GHAs will be
impacted
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Other key policies: Helicopters and Aviation Security, immigration and Customs, Bilateral traffic rights
Helicopters Development of atleast four heli-hubs across the country
Helicopters under Helicopter Emergency Medical Services (HEMS) operations to not require any operational
clearance, including landing at accident and emergency sites; no landing and Route Navigation and Facilitation
Charges (RNFC) will be levied for HEMS operations
Liberalised flying of helicopters below 5000 feet – no prior ATC clearance required
Airport charges for helicopter operations will be suitably rationalised
Impact:
Infrastructure development and rationalisation of airport charges for helicopter operations will promote
helicopter usage, which will in turn enhance remote area connectivity, tourism, disaster relief and emergency
medical evacuation operations
Aviation Security, Immigration and Customs Performance norms to be developed for speedy passenger processing and grievance handling
Indian carriers allowed to mobilise their surplus capacity to provide security services to other domestic airlines
Private security agencies to be employed for non-core security functions
Impact:
Implementation of global best practices will ensure faster turnaround of passengers at the airports, thereby
benefiting everyone in the chain of operations
Bilateral traffic rights
The Government will enter into an ‘Open Sky’5 Air Service Agreement on a reciprocal basis with SAARC
countries and countries located entirely beyond 5000 km radius from New Delhi
Open skies agreement with countries lying partly or fully within 5000 km radius from New Delhi, where the
designated carriers in India have not fully utilized 80% of their capacity entitlements, but foreign carriers have
utilized their bilateral rights; a method will be recommended for the allotment of the additional capacity
entitlements
Impact:
Liberalisation of bilateral rights will facilitate greater ease of doing business and wider choice to passengers
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Other key policies
Aeronautical ‘Make in India’ Fiscal and monetary incentives and fast-track clearances to be provided to global OEMs and their ancillary
suppliers
An incentive package to be considered to nullify the cost differential of made-in-India aircraft and components
Sustainable Aviation Roll-out of Airport Collaborative Decision Making (CDM) to reduce on-ground and aerial congestion
All equipment operating within the airport environment to be in compliance with latest emission norms by
April 01, 2017
Ground handling vehicles to use alternate fuels, including LPG/ CNG vehicles, low emissions vehicles, hydrogen
vehicles and electric vehicles to provide significant local air quality (LAQ) emission benefits
Impact:
Above listed energy efficiency and conservation plans are aimed at creating an eco-system for developing a
sustainable Indian aviation industry
Other key points After a detailed skill gap analysis, MoCA to facilitate training and skill development, with an attempt to bring
down the overall cost on a self-sustaining basis
MoCA to provide financial support for Type-rating of pilots having a commercial pilot licence (CPL) with effect
from FY2018
Promote the use of sea planes for growth of tourism and regional connectivity
Ground handling, Catering and Aircraft fuelling to be included under Essential Services Maintenance Act, 1968
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ICRA Contact Details
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KOLKATA Ms. Vinita Baid Mobile: 9007884229 A-10 & 11, 3rd Floor, FMC Fortuna, 234/ 3A, A.J.C. Bose Road, Kolkata-700020. Tel: +91-33-22876617/ 8839, 22800008, 22831411 Fax: +91-33-2287 0728 E-mail: [email protected]
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GURGAON Mr. Vivek Mathur Mobile: 9871221122 Building No. 8, 2nd Floor, Tower A, DLF Cyber City, Phase II, Gurgaon 122002 Ph: +91-124-4545300, 4545800 Fax; +91-124-4545350 E-mail: [email protected]
AHMEDABAD Mr. Animesh Bhabhalia Mobile: 9824029432 907 & 908 Sakar -II, Ellisbridge, Ahmedabad- 380006 Tel: +91-79-26585049/2008/5494, Fax:+91-79- 2648 4924 E-mail: [email protected]
BANGALORE Mr. Jayanta Chatterjee Mobile: 9845022459 'The Millenia', Tower B, Unit No. 1004, 10th Floor, Level 2, 12-14, 1 & 2, Murphy Road, Bangalore - 560 008 Tel: +91-80-43326400, Fax: +91-80-43326409 E-mail: [email protected]
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CORPORATE OFFICE
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Email: [email protected], Website: www.icra.in
REGISTERED OFFICE
1105, Kailash Building, 11th Floor; 26 Kasturba Gandhi Marg; New Delhi 110001
Tel: +91 11 23357940-50; Fax: +91 11 23357014
Branches: Mumbai: Tel.: + (91 22) 24331046/53/62/74/86/87, Fax: + (91 22) 2433 1390 Chennai: Tel + (91 44) 2434 0043/9659/8080, 2433 0724/ 3293/3294,
Fax + (91 44) 2434 3663 Kolkata: Tel + (91 33) 2287 8839 /2287 6617/ 2283 1411/ 2280 0008, Fax + (91 33) 2287 0728 Bangalore: Tel + (91 80) 2559 7401/4049
Fax + (91 80) 559 4065 Ahmedabad: Tel + (91 79) 2658 4924/5049/2008, Fax + (91 79) 2658 4924 Hyderabad: Tel +(91 40) 2373 5061/7251, Fax + (91 40) 2373
5152 Pune: Tel + (91 20) 2552 0194/95/96, Fax + (91 20) 553 9231
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