Central Asia’s expanding mining, energy, infrastructure and manufacturing sectors are creating new demand for air cargo, but the region could face a capacity gap as companies increasingly require aircraft capable of moving heavy, oversized and time-sensitive equipment.
The issue is not simply whether more aircraft are available, but whether the right aircraft, airport infrastructure and handling facilities can be accessed when major projects need them.
Speaking at the Central Asia Air Cargo Summit, Gerhard Coetzee, Vice President Cargo – IMEA at Chapman Freeborn, said the region’s economic growth was generating cargo within Central Asia rather than merely making the region a transit corridor.
“The important point is that cargo demand is increasingly being generated inside Central Asia – rather than simply passing through it,” Mr Coetzee said.
The region has an estimated $33 billion in annual infrastructure requirements, while trade through the Middle Corridor linking Asia and Europe could potentially triple by 2030.
That expansion is expected to increase demand for the movement of machinery, industrial components, energy equipment and other project cargo where delays can affect construction and production schedules.
Central Asia’s air connectivity with major markets is also improving, including links between China and Kazakhstan, Uzbekistan and Kyrgyzstan, as well as developing connections with Europe.
However, Mr Coetzee said greater connectivity did not necessarily solve the capacity challenge because scheduled services were not designed to handle every type of cargo.
“The issue is whether the right aircraft is available for the cargo, route and deadline,” he said.
For conventional freight, scheduled air services can provide an efficient option. But large industrial components can present different challenges, particularly when they are too heavy or oversized for aircraft operating on scheduled routes.
Aircraft such as the Boeing 747 Freighter, Boeing 777 Freighter and Antonov An-124 can handle larger shipments, but their use also depends on airport infrastructure, ground-handling equipment, runway capability and regulatory approvals.
A 70-tonne transformer, for example, or pipes measuring 16 metres long cannot simply be booked onto an aircraft based on available payload.
The airport must be capable of receiving the aircraft and handling the cargo, while permits, specialist loading equipment and weather conditions can affect the timing and cost of the operation.
“There is an air cargo network, but it isn’t necessarily designed around the cargo that these new industries are generating,” Mr Coetzee said.
For mining, energy and infrastructure companies, the consequences of a delayed shipment can extend beyond higher freight costs.
A critical component needed at a construction or production site can delay installation or interrupt an entire project, potentially making the cost of downtime greater than the difference between scheduled freight and a chartered aircraft.
Mr Coetzee said aircraft selection should therefore be based on the requirements of each shipment rather than simply choosing the largest aircraft available.
“Aircraft selection isn’t about which aircraft is the biggest. It’s about selecting the most efficient aircraft for the mission,” he said.
Chapman Freeborn previously handled an energy-related shipment involving urgent manufacturing equipment, including 12-metre manifolds that required specially designed transport frames measuring 12 metres by four metres by 2.4 metres.
The operation used two aircraft. A Boeing 767 transported smaller components, while an Antonov An-124 was used for the oversized manifolds.
The example, although outside Central Asia, illustrates the planning required when project cargo exceeds the capabilities of conventional scheduled services.
For some shipments, companies may need to divide cargo between different aircraft types, using charter capacity only for components that cannot be accommodated within the scheduled network.
This approach could become increasingly relevant as Central Asian economies attract investment into projects requiring specialised equipment and machinery.
Charter services are generally not intended to replace scheduled airfreight. Instead, they can provide additional capacity when scheduled services cannot meet requirements related to cargo weight, dimensions, destination, timing or operational complexity.
For large mining, energy and infrastructure projects, the need for specialised aircraft can potentially be identified during the planning stage.
This allows project owners and logistics providers to assess aircraft options, airport capabilities, permits and handling requirements before cargo is ready to move.
Such planning can also reduce the risk of discovering a capacity constraint only after a shipment becomes urgent and project deadlines have narrowed the available options.
As Central Asia becomes more closely integrated into global supply chains, the region’s air cargo challenge may therefore extend beyond the amount of capacity available.
For industrial projects, the more immediate question is whether the required aircraft and supporting infrastructure can be accessed at the right location and within the timeframe needed to keep projects moving.