“The world has been going through extraordinary geopolitical turbulence.
The war involving the United States, Israel and Iran has had a direct impact on international aviation. Airlines have been forced to avoid large stretches of Middle Eastern airspace, cancel services, reroute aircraft and take longer and more expensive routes. The disruption is particularly significant for Goa because a substantial part of its international connectivity is linked to the Gulf and wider West Asian aviation network.
When major aviation hubs and airlines are affected by war, destinations such as Goa cannot remain insulated.
The Russia-Ukraine war is another factor that must be considered. Russia has traditionally been an important source market for Goa’s tourism industry.
The sharp fall in international air passenger traffic from Goa is undoubtedly worrying. A 69 per cent decline at Dabolim and 42 per cent at Manohar International Airport during the April to June quarter should concern everyone because aviation is closely linked to Goa’s tourism economy. But before turning the numbers into another political weapon, there is a need to understand what is happening in the wider world.
It is tempting to blame the Goa government for every decline in tourist arrivals or international flights. The government certainly deserves scrutiny over connectivity, tourism policy, airline incentives and the manner in which Goa’s two airports are being managed. But suggesting that the present collapse in international traffic is entirely a result of government failure would be both unfair and factually simplistic.
The world has been going through extraordinary geopolitical turbulence.
The war involving the United States, Israel and Iran has had a direct impact on international aviation. Airlines have been forced to avoid large stretches of Middle Eastern airspace, cancel services, reroute aircraft and take longer and more expensive routes. The disruption is particularly significant for Goa because a substantial part of its international connectivity is linked to the Gulf and wider West Asian aviation network.
When major aviation hubs and airlines are affected by war, destinations such as Goa cannot remain insulated.
The Russia-Ukraine war is another factor that must be considered. Russia has traditionally been an important source market for Goa’s tourism industry. The prolonged conflict has changed international travel patterns, airline operations and passenger behaviour. For a destination dependent on international leisure tourism, disruption in major source markets inevitably has consequences.
The latest numbers also show that Goa is not alone. International passenger traffic across India declined by around 10 per cent during the same period. Indian carriers recorded an even sharper fall. This indicates that there is a larger aviation problem at play, rather than a Goa-specific administrative failure.
At the same time, Goa cannot hide behind global circumstances.
The government must ask difficult questions about why international connectivity has become so vulnerable. Why are airlines reducing services? Why has Goa not been able to develop a wider and more resilient international network? Why does the state remain so dependent on seasonal charter operations and a limited number of foreign markets?
These are legitimate questions.
The existence of two airports has also created a new challenge. Mopa was expected to transform Goa’s international connectivity and attract more airlines and destinations. Instead, Goa now has two airports competing within the same relatively small market. That requires careful planning and coordination.
The objective cannot simply be to shift passengers from Dabolim to Mopa. Goa needs to grow the total aviation market.
Dabolim’s decline deserves particular attention because it remains an important airport for South Goa and has a long history of handling international and charter traffic. At the same time, Mopa has been growing its domestic footprint. The government, airport operators and airlines need to work together to ensure that both airports complement each other rather than create an unhealthy competition that ultimately hurts connectivity.
Tourism too needs to change.
Goa cannot depend indefinitely on beaches, nightlife and seasonal charter tourists. It needs to attract different categories of international travellers, including those interested in wellness, heritage, culture, business, conferences, sports and long stay tourism. A broader tourism product would also help create demand for more international routes.
The government should also recognise that airlines do not operate routes out of sentiment. They operate where there is sustainable demand and commercial viability. If Goa wants new international routes, it must make a convincing economic case to airlines.
Therefore, the present crisis should become an opportunity for a serious aviation and tourism review.
Political parties will naturally use the figures to attack the government. That is part of democracy. But the debate should not stop at blaming the Chief Minister or the Tourism Department. Nor should the government dismiss the figures by blaming wars and global instability.
Both arguments are incomplete.
The wars in West Asia and Ukraine are genuine external shocks. They have disrupted airspace, airline schedules, travel confidence and international tourism. Goa cannot control these events. What Goa can control is how prepared it is for the recovery.
Wars will eventually end. Air routes will reopen. Airlines will restore capacity. Tourists will begin travelling again.
When that happens, Goa must not discover that other destinations have moved ahead.
The real test for the government is therefore not whether it caused the present fall in international traffic. It did not. The real test is whether it uses this difficult period to strengthen Goa’s aviation network, diversify tourism markets and make both airports commercially stronger.
Goa should not be looking for someone to blame. It should be preparing for the next takeoff.
