AIR CARG O WEEK


AFRICA F


WEST AFRICAN AIRSPACE LIBERALISATION


BY Alhousseiny DJIGO 12 F


“Liberalisation could generate between 20 and 30 percent growth overall. ”


or travellers, the move towards greater airspace liberalisation is good news. More affordable airfares are expected by 2026 thanks to the situation, spearheaded by ECOWAS. However, the real revolution, often overlooked, is taking place in aircraft holds and airport cargo bays. This historic reform aims above all to open up economies by


radically transforming airfreight, a vital sector still hampered by outdated constraints. Today, sending a shipment from Dakar to Accra can be a logistical and finan-


cial nightmare. Restrictive traffic rights, the dominance of non-African airlines on long-haul routes, and the lack of direct connections often force freight forwarders to make detours via Europe or the Middle East. This results in ex- orbitant costs, longer delivery times and reduced competitiveness for local businesses, whether exporting fresh produce, spare parts or pharmaceuticals. To illustrate the cost burden, Stéphane Djedji, CEO of Bethlehem Commod-


ités, a Côte d’Ivoire-based company specialising in national and international mango exports, provided estimates for shipping one tonne of fresh mangoes by airfreight: Abidjan to Lagos: approximately €1,500 to €2,500 per tonne Abidjan to Dakar: approximately €1,200 to €2,000 per tonne By comparison, he noted that shipping one tonne of mangoes from Abidjan to


Europe is generally more expensive, ranging from €2,500 to €4,000 per tonne. Total intra-regional airfreight lead times, which typically range from two to


five days, depending on the airline and customs procedures. The main delays usually occur at the departure airport, where waiting times can range from one to two days. Transshipment can add a further day, while customs formalities often require an additional one to two days. Airfreight can represent approximately 20 to 30 percent of the final price of


fresh produce such as mangoes, depending on the product and the transport distance. The sector also faces recurring capacity constraints, particularly a lack of available cargo space. Irregular flight schedules in parts of Africa can lead to delays and lost sales. Forward planning and collaboration with reliable airlines are therefore essential. Currently, intra-ECOWAS trade accounts for only about 15 percent of the


region’s total trade. ECOWAS economist Mor Ndiaye believes that a drastic im- provement in air connectivity and freight capacity could increase total trade by 25 to 30 percent. Of this projected growth, 10 to 15 percentage points could be directly attributable to liberalised skies. Liberalisation could generate between 20 percent and 35 percent growth


overall. He explained that the lower end of the range would correspond to partial and slow implementation, while the upper end would require rapid and compre- hensive liberalisation, supported by investment in airport infrastructure and security. According to Ndiaye, certain priority sectors stand to benefit significantly.


Agricultural processing and other high-value industries are particularly well po- sitioned. West Africa exports large quantities of raw agricultural commodities, including cocoa, cashew nuts and mangoes, yet captures only a limited share of


ACW 02 MARCH 2026 www.aircargoweek.com


the final value. Efficient freight transport could be transformative. With reliable cold chain infrastructure, the region could expand exports of


processed products such as cocoa butter, dried and cut fruit, and juices, as well as fresh products including fish and out-of-season vegetables. Specialty goods such as single-origin coffee and cocoa could also benefit. This would meet growing demand in major African and global cities for fresh, traceable and high-quality products, while supporting local job creation, higher export reve- nues and economic diversification. Other sectors, including pharmaceuticals and healthcare, are equally strate-


gic from a sovereignty and health security perspective. Vaccines and biological products require an ultra-reliable cold chain, typically between 2–8°C or at -20°C. A dedicated cargo network is essential for vaccination campaigns and epidemic response. Countries such as Senegal and Côte d’Ivoire could develop into regional pharmaceutical hubs, serving as distribution platforms for the sub-region and attracting investment in certified warehousing. Latsu Faye highlighted regulatory barriers affecting direct cargo services


in West Africa. Many bilateral agreements between West African countries re- main based on frameworks designed primarily for passenger transport, with strict limitations on airline designations and flight frequencies. The fifth free- dom right (the right to load and unload cargo between two foreign countries on a flight originating in a third country) is not consistently granted or fully liberalised. Currently, there is an absence of regional cargo cabotage. In practice, a


cargo aircraft often cannot serve multiple countries within the same region without returning to its home base, increasing costs and reducing operational efficiency. Operational constraints further compound these regulatory challenges.


According to Faye, priority is often given to long-haul international freight. Infrastructure capacity and slot allocations at major airports such as Accra, Abidjan and Lagos are frequently reserved for passenger flights and intercon- tinental cargo, leaving limited space for intra-regional freight. High operational costs, including airport charges, fuel (often more expensive than in other re- gions) and air navigation fees, further undermine competitiveness. Despite these obstacles, he observes strong latent demand, particularly for


high-value and perishable goods. These include agricultural products such as fruit, vegetables and fish destined for urban markets or for export beyond Af- rica. Given the constraints of land transport — including border delays, road insecurity, fuel costs and long transit times (for example, Dakar to Abidjan can take five to seven days by road compared with two to three hours by air) — air- freight becomes increasingly attractive if tariffs become competitive. The liberalisation of West African airspace is therefore not merely a sectoral


reform; it is a strategic enabler for the AfCFTA. By facilitating the movement of high-value goods, people and investment, it transforms a trade agreement into tangible economic integration. In this sense, it is a near-essential condition for the AfCFTA to realise its full potential to stimulate industrialisation and strengthen intra-African trade beyond the export of raw materials.


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