News / Widebody freighter boost could reshape cargo flows across Africa’s Copperbelt

NAC2000 highloader positioned at Ndola SMKIA. Photo - NAC2000

New widebody capacity into Ndola could be the jolt Zambia’s cargo sector has been waiting for, with industry players saying it may at last propel Simon Mwansa Kapwepwe International Airport (SMKIA) into its long-promised role as the Copperbelt’s primary gateway.

NAC2000, the ground handler at Ndola, confirmed to The Loadstar that it was working with the airport operator to prepare for a possible 787 service by an African operator linking Ndola and Lubumbashi, originating from East Africa; a routing that would directly connect two of Africa’s most important mining regions.

Local industry observers say the development would be genuinely “market-shifting” if it materialisef, opening up significantly greater capacity for both passenger and freight traffic in and out of Ndola – relief that has been long awaited.

The development comes as mining‑related and high‑value cargo volumes in Zambia and the Democratic Republic of Congo (DRC) have surged. Jonathan Lewis, MD of NAC2000, attributes the growth to a combination of macroeconomic stabilisation and renewed investor confidence.

“Deliberate policy changes by the Zambian government has spurred growth exponentially in the mining sector,” he said, adding that increased foreign direct investment, stabilised foreign exchange, and improved hydropower availability have all contributed to a more favourable operating environment.

The result is a sharp rise in demand for time‑critical shipments, particularly heavy‑duty mining spares, chemicals used in mineral processing, and dangerous goods such as detonators, which aviation handles more reliably.

“Road network infrastructure is largely in a poor state from entry points leading to the Copperbelt and beyond,” Mr Lewis noted. This explains why so much cargo is routed by air despite the higher cost.

The imbalance between where cargo moves and where it is handled remains stark. Mr Lewis said around 60% of cargo processed in Lusaka ultimately ended up in the Copperbelt or the DRC.

NAC2000’s recent investment in a widebody-capable high-loader appears to have already reshaped operations at Ndola. Mr Lewis said: “The equipment has the capability to service both narrow- and wide-bodied cargo aircraft,” making it now possible for all freighter types to operate at SMKIA.

He sees the high-loader as a foundational step in positioning Ndola as a regional cargo hub, serving not only the Copperbelt but also the nearby mining towns like Solwezi and the mineral‑rich north-western province.

He added: “The airport’s location could support agro‑export growth, while also strengthening cross‑border trade with the DRC, Angola, Congo Brazzaville, Burundi, Rwanda, and even West Africa.”

Despite the infrastructure, utilisation of the new cargo terminal remains low. Mr Lewis described activity as “below par,” citing the dominance of narrowbody aircraft, leading to both extremely low inbound and outbound volumes.

He also cited local customs regulations that may impact optimum utilisation of SMKIA, such as the lack of resident customs officers at the airport, which then leads to protracted and unnecessary delays in customs clearance of cargo.

Restricted access to warehousing and delays caused by unserviceable equipment, such as x‑ray machines and cold rooms, compound the challenges. He also pointed to a “perceived reluctance” among airlines to act on feedback from freight forwarders and handlers.

However, he stressed that the opportunities remained substantial: a booming mining sector, strong repair‑and‑return of spare parts flows, an established agricultural base, and underused cargo facilities that could support far higher throughput.

Stakeholder engagement has been inconsistent, according to Mr Lewis. While meetings have taken place between the airport authority, the civil aviation regulator, customs, and government, he said they were “generally far and apart” and often excluded key cargo stakeholders such as GHAs.

“To achieve international cargo hub status there is need for deliberate, inclusive, continuous, and transparent stakeholder engagements,” he said. The Loadstar invited airport operator ZACL to comment on the latest developments, but no response was received by the time of publication.

Airlines, however, are paying attention. Mr Lewis confirmed interest from Astral Aviation, Kenya Airways, Ethiopian Airlines, and Stabo Air, all of which are aware of Ndola’s upgraded capabilities.

The potential 787 operation is the clearest sign yet that carriers are reassessing the Copperbelt’s role in regional cargo flows. For Ndola, the shift would bring meaningful belly capacity for the first time, linking the mining belt directly to global networks through East Africa and reducing the need for shippers to truck cargo to Lusaka.

With mining output rising, new projects coming online in the mineral-rich Northwestern Province and the Lobito Corridor gaining momentum, Mr Lewis reckons Ndola is well placed to become a consolidation point for cross‑border cargo. But he emphasised that success would depend on regulatory clarity, infrastructure reliability, and a shared understanding of market realities.

Actual policy implementation devoid of rhetoric is what will ultimately determine whether SMKIA fulfils its hub ambitions.