Freighter operations pause in Mumbai to reset region's cargo ecosystem

Freighter operations at Chhatrapati Shivaji Maharaj International Airport (CSMIA) in Mumbai are headed for a ten‑month pause from August 2026 to May 2027, following a formal notification issued by Mumbai International Airport (MIAL) in late December 2025. The airport operator, part of the Adani Group, has told cargo stakeholders that the pause is required to re‑carpet Runway 09/27 and rebuild the ageing cargo apron, alongside constructing Taxiway E to eliminate aircraft crossings on the secondary runway. The issue dates back to early 2025 when the airport operator, MIAL, first proposed suspending freighter flights due to planned airside infrastructure upgrades. The proposal faced resistance from airlines and cargo stakeholders and was later deferred.

Capacity concerns to NMIA alternative
In 2025, CSMIA handled 8.6 lakh tonnes of cargo. Of this, freighters accounted for 2.6 lakh tonnes, nearly 31 percent of the total throughput, according to the Rotate Live Capacity data. DHL, FedEx, Qatar Airways, and Cathay Pacific were the top freighter operators during the period.

“Logistics ecosystem is not fully ready,” says Abhishek Goyal, CEO & Executive Director, Aeroprime Group. He also points out that the pause in freighter operations will reduce capacity, increase freight yields, and even divert cargo to other hubs. “Shippers will be forced to rethink their local logistics planning, with many choosing alternative gateways to move their exports,” he adds.

That's when the newly commenced Navi Mumbai International Airport (NMIA) comes into the picture. Also part of the Adani Group, NMIA is expected to attract a significant portion of these freighter movements even though industry bodies such as the International Air Transport Association (IATA) raised concerns over operational disruptions.

Opened in December 2025, NMIA has been “designed as a logistics hub, with cargo as a core focus.” In its initial phase, the airport’s cargo terminal is expected to handle about 0.5 million tonnes annually. "Upon completion, cargo facilities capable of 3.2 million tonnes annually will strengthen Mumbai’s global standing, creating an aviation ecosystem rivalling Dubai, London, and New York," according to Adani Group.

Ecosystem shift to missing manpower
While freighter operators like FedEx and DHL are preparing to move to NMIA, the shift poses a lot of challenges. For instance, Aeroprime’s Goyal points out that the wider ecosystem and connectivity will take time to mature. “The airport currently lacks established road feeder services to link with domestic markets, and domestic air connectivity remains limited.”

On the same line, Vikash Khatri, founder of logistics and supply chain advisory firm Aviral Consulting, cautions that a functional air cargo ecosystem extends far beyond airport runways or terminal infrastructure. “It will require airlines, freight forwarders, regulatory bodies, ground handling agents, customs brokers, technology systems, and strong road connectivity,” he explains.

At present, according to him, the emphasis appears to be largely on airport infrastructure and regulatory setup. “While building a full‑scale ecosystem will naturally take time, even the foundational elements of an integrated cargo framework are still evolving,” he adds.

Khatri points out that for logistics companies, the biggest challenge will be the smooth management of operations. “Apart from the terminal building, the surrounding infrastructure is missing, along with adequate surface transport and manpower, both skilled and unskilled,” he explains. “Most of the skilled workforce is currently concentrated around Mumbai Airport, and relocating them to Navi Mumbai will itself be a significant challenge for logistics operators,” he adds.

Even when everybody agrees that NMIA brings in necessary cargo capacity to the city’s long-term future, the industry is largely concerned about the short-term to mid-term operational issues, which include security protocols, cargo backups, and regulatory requirements.

Operational to transition concerns
For instance, “we are ready to work with both airports,” said Prithviraj Singh Chug, Chief Executive Officer of Group Concorde. However, he expressed particular concern about the establishment of security protocols at NMIA. He pointed out that while there is still time before the freighter shift takes effect, many regulatory and procedural issues remain unresolved, from customs clearances to cargo screening standards, and these must be addressed swiftly to avoid disruption to operators and exporters.

Meanwhile, Richard Theknath, Chairman and Managing Director of Jet Freight Logistics, underscored the operational challenges of shifting cargo to the new airports. “Take flight cancellations, for example,” he noted. “In Mumbai, we can quickly turn to another airline or tap into the belly capacity of passenger aircraft. But if the cargo is already at the new airport, how do we bring it back to Mumbai? Is there a bonded transfer system in place between the two airports?”

Aeroprime’s Goyal thinks the biggest challenges include customs registration, additional cost of transport, domestic connectivity, and limited global connectivity. “One prime example is that shippers will need to register their Authorised Dealer (AD) in NMIA before they can clear cargo there,” he adds.

For India’s largest air cargo gateway, the coming transition represents both disruption and opportunity. While NMIA offers the long-term promise of modern infrastructure and expanded cargo capacity, industry stakeholders say the immediate challenge lies in building the surrounding logistics ecosystem quickly enough to support uninterrupted cargo flows.

The article was originally published in the March 2026 issue of The STAT Trade Times.