Africa-LatAm trade on the up – but is mainly one-way traffic
Brazilian forwarders appear optimistic about the way trade opportunities are shaping up in Africa, and ...
AMZN: LEGAL RISKDSV: FALLING DOWNDHL: CORPORATE REORG DONEAAPL: FAREWELLDHL: BOLT-ON DEAL IN FORWARDINGUPS: CHANGING SKINCHRW: RALLYING ON WEAKNESS KNIN: AHEAD OF APEX NEWSKNIN: APEX PROBED OVER ALLEGED NVIDIA CHIP SMUGGLINGWTC: FOCUS ON SAVINGS ON BEHALF OF CLIENTSWTC: EARNINGS UPDATE VW: CRISIS UPDATE
AMZN: LEGAL RISKDSV: FALLING DOWNDHL: CORPORATE REORG DONEAAPL: FAREWELLDHL: BOLT-ON DEAL IN FORWARDINGUPS: CHANGING SKINCHRW: RALLYING ON WEAKNESS KNIN: AHEAD OF APEX NEWSKNIN: APEX PROBED OVER ALLEGED NVIDIA CHIP SMUGGLINGWTC: FOCUS ON SAVINGS ON BEHALF OF CLIENTSWTC: EARNINGS UPDATE VW: CRISIS UPDATE
Lusaka Airport is attracting dedicated freighter capacity from two very different airlines, raising questions over whether a previously overlooked air cargo market is beginning to change.
Emirates recently added a weekly B777F service, while TAAG Angola Airlines has introduced a weekly B737-800F operation – moves that have attracted relatively little attention individually, but together suggest carriers are seeing something new in the Zambian market.
The development is particularly intriguing, given that an industry source recently suggested there was “insufficient demand for a dedicated freighter service” between Zambia and Angola.
TAAG has launched the Lusaka operation as part of its north-south logistics corridor, the first service carrying 12.8 tonnes of cargo from Amsterdam, a shipment that included machine parts, IT equipment, personal effects, and other high-value goods. Subsequent operations are scheduled with loads of 14 and 16 tonnes.
The service would create a new gateway for cargo originating in several European countries, as well as China and Brazil, while expanding distribution opportunities across Africa.
Meanwhile, Emirates is approaching the market from a different starting point. The carrier said growing demand for time-critical imports had pushed beyond the capacity available in passenger aircraft belly space serving Zambia and Zimbabwe.
Khalid Mohd Al Hinai, VP cargo commercial, UAE, GME, & Africa at Emirates SkyCargo, told The Loadstar: “Zambia’s landlocked geography makes air freight particularly valuable for urgent, time-sensitive, and high-value cargo, with shipments reaching the market rapidly, without longer transit times associated with other modes.”
He said demand for time-critical imports like pharmaceuticals had continued to grow, prompting Emirates to supplement its belly capacity with a dedicated freighter. Indeed, the carrier identified pharmaceuticals, medical supplies, electronics, industrial spare parts, high-value equipment, and express courier shipments among the key cargo segments.
Mr Al Hinai also pointed to growing consumer demand and import requirements from major sourcing markets like China, the UAE, India, and Turkey.
Notably, rather than relying primarily on traditional bulk movements, the emerging opportunity appears centred on cargo for which speed, reliability, and connectivity are particularly important. TAAG’s initial shipment broadly fits that description, while the airline said the route could also support exports such as beef, poultry, and horticultural products.
For forwarders, the Emirates freighter could potentially add another routing for cargo that typically goes through established regional gateways, such as Nairobi, Johannesburg, and Addis Ababa.
Mr Al Hinai said the service provided “a direct and reliable alternative” for time-sensitive and high-value cargo entering Zambia and the surrounding region, while Dubai’s position as a global logistics and trade hub offered connections into Asia, the Middle East and other manufacturing centres.
The bigger proposition, however, may be regional rather than purely Zambian.
Emirates said it saw potential for Lusaka to develop into a regional air cargo gateway and distribution centre serving neighbouring markets, particularly Zimbabwe and Malawi, as well as selected areas of Botswana.
TAAG is making a similar regional argument, its north-south logistics corridor links the Zambian market with its wider African network. The airline also said the route would facilitate access to the Angolan market and create new trade opportunities between Angola and Zambia.
That leaves a more interesting question than whether Zambia simply needs additional cargo capacity: what has changed sufficiently for two carriers to see Lusaka as worth dedicating freighter capacity?
For Emirates, the answer appears to be growing demand for urgent and high-value imports that can no longer be accommodated entirely in the belly hold. For TAAG, the opportunity appears broader, promoting regional economic integration and strengthening supply chains that connect Angola with key African and international markets.
The early loads reported by TAAG provide some evidence of demand, but whether that can develop into a sustained market remains to be seen.
What is increasingly clear, however, is that Lusaka is attracting attention from carriers with very different networks and aircraft strategies. The simultaneous arrival of a 777F from Dubai and a 737-800F from Luanda suggests the opportunity may no longer be as easy to dismiss as it once was.
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Facts Only
* Lusaka Airport is attracting dedicated freighter capacity from Emirates (weekly B777F service) and TAAG Angola Airlines (weekly B737-800F operation).
* TAAG launched a service carrying 12.8 tonnes of cargo from Amsterdam, including machine parts, IT equipment, personal effects, and other high-value goods.
* Emirates’ operations are motivated by growing demand for time-critical imports that exceeded passenger aircraft belly space capacity into Zambia and Zimbabwe.
* Emirates identified key cargo segments as pharmaceuticals, medical supplies, electronics, industrial spare parts, high-value equipment, and express courier shipments.
* The route potential includes exports such as beef, poultry, and horticultural products for TAAG.
* Forwarders see the Emirates freighter potentially adding a routing through regional hubs like Nairobi, Johannesburg, and Addis Ababa.
* Emirates sees potential for Lusaka to develop into a regional air cargo gateway serving Zimbabwe, Malawi, and Botswana.
* TAAG’s corridor links the Zambian market with Angola, facilitating trade opportunities between the two nations.
* The development involves shipments originating from Europe, China, and Brazil.
Executive Summary
The trade between Africa and Latin America is increasing, though the traffic appears to be largely one-way. Forwarders in Brazil express optimism regarding emerging trade opportunities in Africa. A specific development involves Lusaka Airport attracting dedicated freighter capacity from Emirates and TAAG Angola Airlines, raising questions about the evolving air cargo market. Emirates added a weekly B777F service, while TAAG introduced a weekly B737-800F operation. This activity suggests carriers are noticing new opportunities in the Zambian market, even where industry sources previously suggested insufficient demand for dedicated freighter services between Zambia and Angola.
The development is driven by different needs: Emirates addresses growing demand for time-critical imports, such as pharmaceuticals and electronics, facilitated by moving beyond passenger aircraft capacity. TAAG focuses on regional economic integration through its north-south corridor linking Zambian and Angolan markets. This service facilitates cargo flow from European countries, China, and Brazil, expanding distribution across Africa.
The potential extends beyond Zambia to neighboring regions, with carriers seeing Lusaka as a regional air cargo gateway serving Zimbabwe, Malawi, and parts of Botswana. The differing perspectives stem from Emirates focusing on urgent high-value imports and TAAG emphasizing broader supply chain connectivity between Angola and Zambia.
Full Take
The situation reveals a divergence in the drivers for emerging air cargo routes: one carrier is responding to immediate demand pressures, while the other is positioned on regional economic integration. This contrast suggests that market evolution is not monolithic but is driven by disparate strategic priorities across the logistics ecosystem. The notion that a route requires substantial demand before carriers commit capacity seems challenged by the simultaneous arrival of two different carrier strategies, indicating that operational viability might stem more from network leverage and corridor development than solely on immediate shipment volume expectations.
The core dynamic is the re-evaluation of previously overlooked air cargo corridors based on evolving definitions of value. Emirates' focus centers on speed and high-value inputs where transit time significantly impacts commerce (pharmaceuticals, electronics). TAAG’s proposition frames the opportunity around systemic integration—linking landlocked economies and strengthening broader African supply chains. The potential for Lusaka to serve as a hub is less about cargo volume and more about creating a functional nexus point that benefits multiple regional economies simultaneously.
The simultaneous interest from carriers with distinct network strategies suggests that the market shift is complex, driven by a confluence of high-value commodity flows, time sensitivity requirements, and the strategic desire for continental connectivity rather than a single-point demand trigger. The sustained development will depend on whether these corridor investments translate into predictable, recurring traffic across the varied segments—from urgent medical supplies to broader agricultural exports—and if regional integration provides a stronger long-term anchor than short-term freight rates.
BRIDGE QUESTIONS:
What specific economic or regulatory linkages exist between the pharmaceutical/electronics demand that drives Emirates and the broader supply chain connectivity sought by TAAG?
How will these differing carrier strategies interact as Lusaka develops into a regional hub for diverse goods, rather than specializing in one stream?
What metrics should be used to assess whether emerging regional routes achieve true market transformation versus mere operational accommodation?