- Senegal is advancing its position as a West African airfreight hub, with Blaise Diagne International Airport (AIBD) at the centre of a strategic partnership between Air Senegal and Air France, aiming to pool cargo capacity and link regional and long-haul markets.
- The partnership is designed to combine Air France’s global reach with Air Senegal’s sub-regional distribution network, covering countries such as Mali, Guinea, and Mauritania, while relying on established customs frameworks like Senegal’s temporary import regime and Mali’s deposit manifest system to facilitate smooth transit.
- Connectivity remains critical. AIBD’s location in Diass, 50 km from Dakar, is integrated with toll highways for rapid road distribution, though air-to-ground transfers remain a logistical challenge requiring precise coordination of aircraft arrivals, trucks, and ground handling.
At a time when logistics and supply chains are reshaping the global trade landscape, Senegal has just taken a decisive step. This Thursday, February 12, 2026, the Head of State, His Excellency Bassirou Diomaye Faye, received the CEO of Air France, Anne Rigail. While this meeting formalised Dakar’s status as an international hub, it is airfreight that has emerged as the central pillar of this future strategic partnership.
Beyond simple passenger connectivity, the discussions thoroughly explored the operational complementarity between Air France and Air Senegal. In a context of exponential growth in e-commerce and demand for fresh produce (horticulture, seafood), the objective is clear: to transform Blaise Diagne International Airport (AIBD) into a leading cargo hub.
According to our sources, the future agreement aims to pool the freight capacities of the two airlines. Air France, with its global network and long-haul fleet, could contribute its expertise and outbound traffic to Europe and the Americas. In return, Air Senegal would strengthen distribution and collection within the sub-regional market (Mali, Guinea, Mauritania). Rougui Sy, an airfreight agent, explains the organisation of airfreight, for example, returning from Paris to Mali: “We operate daily within a precise regulatory framework that demands great rigor. The transit of goods via Senegal, particularly to Mali, is a well-established procedure with key steps.” Regarding the legal framework, she says, “Goods in transit to Mali circulate under a specific customs regime, the ‘temporary import regime’, on the Senegalese side. This means they are temporarily exempt from taxes and customs duties, provided they obtain authorisation from the Senegalese Customs Directorate General and respect a specified transit time.” On the Malian side, the system is similar: goods cross the territory under the cover of a document called a “deposit receipt” or “deposit manifest” (for airfreight), with duties and taxes suspended. Elaborating on the procedure, she explained, “In practice, upon arrival of the goods in Dakar, we must present the documents (air waybill, invoice) and sign this commitment (the deposit) with Senegalese customs. The goods are generally sealed then loaded onto a truck for road transport to Bamako.”
Later in her discussion, she offered her opinion on the platform’s connectivity to the road network and the specific challenges. She stated that Blaise Diagne International Airport (AIBD) is designed to be a hub, and connectivity is one of its strategic pillars. However, the “last mile” and modal transfer present challenges. Regarding connectivity, she added, “The platform is located in Diass, approximately 50 km from Dakar. It is connected to the toll highway, which facilitates quick access to the rest of the country and to the road routes eastward (towards Mali). Freight forwarders like us organise this road transport to ensure the continuity of the supply chain.” Regarding the difficulties, she sees a break in the supply chain. The “air-to-ground” transfer is a critical moment for her, requiring coordination of the aircraft’s arrival, the truck’s availability, and ground handling. The freight zone’s infrastructure is modern, but perfect synchronisation is a daily challenge.
Regarding the question of whether there are regional alternatives or competitors, airspace and security manager Oumar Tine confirms, “Dakar is not the only one aiming for this status. To understand the challenges, one must consider its main competitors. We have Casablanca (Morocco), a historic hub for Royal Air Maroc, very well connected to Europe, Africa, and North America. It is a formidable and long-established competitor. In addition, there is Addis Ababa (Ethiopia), the hub for Ethiopian Airlines, the continent’s leader in intra-African traffic and cargo. Its strength lies in its extremely dense African network. And we can also mention Abidjan in Côte d’Ivoire, the region’s economic engine, with an airport undergoing modernisation and a national airline (Air Côte d’Ivoire) developing its regional network.”
He then went on to discuss the current infrastructure available at AIBD. Confirming that it already has solid infrastructure, currently being expanded to meet its 2035 ambitions, he cited the passenger terminal, which he said has a current capacity of approximately three million passengers per year. Referring to 2024, he stated that it handled 2.94 million passengers, a 12 percent increase compared to 2022.
Regarding airfreight with the current infrastructure, he confirmed that a cargo terminal exists, but industry stakeholders (the Union of Freight Operators) point to delays and high costs that hinder efficiency. Further in his presentation, he announced good news: a major project is underway for a new cargo terminal. Construction will begin in 2026, with commissioning scheduled for 2028. It will be capable of handling up to 80,000 tonnes of freight per year, doubling the current capacity.
