WEEKLY NEWS AFRICA’S AIR CARGO MARKET TAKES OFF


BY Edward HARDY


AFRICA’S airfreight market is on the brink of a major growth surge, driven by a booming population, a fast-expanding middle class, and persistent chal- lenges in overland transport. The continent’s vast geography and limited road and rail infrastructure


have long hindered the efficient movement of goods. Now, with trade vol- umes rising and e-commerce gaining traction, airfreight is stepping into the spotlight as a vital solution for regional and international logistics. “Africa is going to be one of the top two regions in terms of growth over


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the next five to ten years,” David Ambridge, Director of Cargo & Mail at TAAG, stated. “We’re talking about a population of 1.5 billion—that's no small number. With the middle class expanding and ground transport still a major challenge, air cargo becomes not just important, but essential.”


Barriers to growth “Africa has everything the world wants,” Ambridge said. “But we’re still only two percent of one percent of the global airfreight market. The potential is


there—we just need to unlock it.” One of the biggest hurdles to realising Africa’s cargo potential is the


continent’s fragmented regulatory landscape. From slow approvals for new routes to visa requirements that hinder intra-African mobility, the system remains weighed down by inefficiency and nationalism. “Launching a new route can take months,” Ambridge noted. “We need


open skies now, not in 10 years. The African Continental Free Trade Agree- ment is still in its infancy—we need to implement it meaningfully, even if that means starting with a few countries first.” Ambridge also called for more equitable access for African airlines: “Why


are we still paying royalties in 2025? If we want to build local capacity, we have to stop making it easier for external carriers to dominate our markets.”


Cargo strategy TAAG is planning a 50 percent expansion of its freighter business, with a focus on connecting underserved regional airports like Lusaka, Harare, Libreville, Brazzaville, and Kinshasa. These routes are typically ignored by major global carriers but are often more profitable due to limited competition.


“We don’t want to be the next Ethiopian,” Ambridge said. “We want to


be a niche carrier, focused on quality and serving Africa. That’s our goal.” To serve this freighter growth, the airline aims to establish a powerful


regional network, using Luanda as its central hub, supported by mini-hubs in Nairobi, Lagos, and Johannesburg. “Nairobi is especially key. I want to connect India and the Middle East through Nairobi into Africa. It’s a perfect mini-hub.” TAAG is also exploring its trans-Atlantic positioning. With strong links


to Brazil and Portugal, the airline is leveraging Luanda as a critical node between South America, Europe, and Africa. “São Paulo is a big market for us, and with double daily flights to Lisbon, we’re well placed to move cargo into Africa from multiple global sources.” Future collaboration The success of Africa’s cargo industry hinges on cooperation: “If coun-


tries can align through open skies, free trade, and a shared transport market, Africa could explode with growth over the next decade,” Ambridge expressed. TAAG’s mission is clear—connect the continent from within, strength-


en regional supply chains, and serve the communities that global carriers often overlook. “Foreign carriers won’t fly to some of these secondary cities—but we will. We have the equipment and the will,” Ambridge concluded. “We want to be part of the continent’s development.”


Did You Know ? MOBILE PHONES BY Michael SALES telephone,


“It will never catch on!” When the first mobile invented in the 1970s by John


Mitchell, an engineer at Motorola, appeared, it was initially derided as too cumbersome, heavy, and with a short battery life. Weighing over two pounds, being 10 inches long, and needing 10 hours to re-charge, with a limit of 30 minutes of conversation, many dismissed it as just another extravagant gimmick. It was, however, the precursor of a new technology which has now become totally embedded in everyone’s lives. At the same time, an aviation industry


revolution was in progress. Flying was regarded as a luxurious adventure, with a strict dress code. For passengers, there were no long lines for security, no limits on baggage, but airports offered little or no facilities as they do today. In


the USA, flying was as easy as a bus ride, check your bags outside the terminal and go straight to your flight. The Boeing 747 freighter fundamentally


transformed cargo capacity. Airlines such as American Airlines and Flying Tigers introduced dedicated 747 freighters in 1974. These aircraft featured nose-loading doors, allowing for large containers and weight capacities exceeding 100 tons. Carriers such as KLM, Lufthansa, Air Canada, Air France and Varig used "Combi" versions of the 747, carrying both passengers and cargo containers on the same main deck. Cargolux, founded in March 1970, began


operations with Canadair CL-44 "swing-tail" turboprops before transitioning to DC-8 and 747 freighters. Flying Tigers pioneered heavy- lift operations with the DC-8-63F and the 747-200F.


ACW 2 MARCH 2026 www.aircargoweek.com The 1977 deregulation of air cargo in the


US allowed carriers to fly any route with larger aircraft. This was the springboard for the massive growth of integrated carriers like FedEx and UPS. During the 1970s, computer systems were


introduced to handle the increasingly complex and


expanding traffic increased capacity. generated by the


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