• WestJet Cargo is expanding its trans-Pacific footprint via Canadian gateways like Calgary, leveraging daily and weekly widebody services to Tokyo Narita and Seoul as a less congested hub for Southeast Asian freight forwarding into North America and Europe.
• The airline prioritises bellyhold optimisation over freighters, using dynamic capacity forecasting and integration with digital booking platforms (CargoAi, WebCargo, Cargo.one) to maximise efficiency, visibility, and sustainability across long-haul routes.
• Indirect access to Southeast Asia is enabled through interline and GSA partnerships, positioning WestJet as a flexible onward carrier while building a resilient network focused on precision, partnerships, and tech-driven operations for time-sensitive and high-value cargo.

Surging Asia–North America cargo flows are prompting a rethink of long-haul logistics strategies, and Canadian gateways are quietly stepping into the frame. As traditional corridors strain under capacity constraints and cost pressures, Calgary is emerging as a transit alternative that some carriers are actively positioning as a viable hub. One of them is WestJet Cargo, which is doubling down on its trans-Pacific ambitions.

From regional player to trans-Pacific contender

Once viewed primarily as a domestic bellyhold operator, WestJet is making deliberate moves to scale its international footprint. The carrier now operates daily Boeing 787 services between Calgary and Tokyo Narita, along with six weekly flights to Seoul, offering up to 130 tonnes of cargo capacity per week on that lane alone.

These routes aren’t just about direct trade between Canada and Asia. According to Julius Mooney, Director of Commercial Cargo at WestJet, there’s growing interest from Southeast Asian freight forwarders using the airline’s Canadian gateways for onward distribution into both North America and Europe. “We are seeing rising engagement from Southeast Asian freight forwarders and consolidators who are leveraging our Canadian gateways — particularly Calgary — as an efficient transit point,” he said.

In a market where hub congestion and service volatility remain concerns, the appeal of a less saturated node like Calgary is clear. Its geographical location allows for trans-Atlantic and trans-Pacific connections, and the local airport authority has invested steadily in cold chain and time-sensitive handling infrastructure.

Bellyhold over freighters – with digital muscle

While many carriers are adding freighter capacity to meet long-haul demand, WestJet is heading the other way. The airline has stepped back from large-scale freighter operations, now relying on two 737-800BCFs for niche routes like Newark–Bermuda. The core long-haul cargo strategy revolves around widebody bellyhold optimisation — a model that depends heavily on tech-enabled forecasting.

“Bellyhold optimisation is core to our strategy,” Mooney explained. “In 2024 we implemented dynamic capacity forecasting across the network… ensuring our FAB (flown as booked) numbers are to industry standards and any spare space is optimised.”

The shift from freighters to bellyhold capacity isn’t just about cost efficiency. It’s also a response to broader pressure for environmental performance, particularly on trans-Pacific lanes where sustainability is becoming a competitive differentiator. But making that work operationally requires speed, visibility, and tight integration across systems.

To that end, WestJet Cargo has integrated its services into major digital booking platforms like CargoAi, WebCargo, and Cargo.one. Mooney said customers now benefit from “24/7 access to booking, rates, and tracking” — with customs processes also being digitised through partnerships such as TCE.

Indirectly but deliberately

Despite not operating direct services into Southeast Asia, WestJet Cargo is increasingly threading itself into that market via interline and GSA partnerships. The idea is to position the airline as a seamless onward carrier for Asia-originating freight, supported by its Canadian transit capabilities and European network beyond.

Mooney confirmed that the airline is “actively exploring new strategic partnerships to deepen our connectivity into Southeast Asia,” noting the importance of digital distribution channels in closing the gap between indirect access and real-world visibility.

In practical terms, that means freight forwarders in markets like Vietnam, Thailand or Malaysia may route goods through Tokyo or Seoul before moving them via Calgary to final destinations across North America or Europe. In this sense, WestJet isn’t just betting on bilateral Canada–Asia trade, but on the larger Asia–rest–of–world transit flow.

Building resilience into network design

It’s also clear that WestJet’s ambitions aren’t built on sheer volume. “Our growth will be driven by precision and partnerships, not just scale,” Mooney said. That reflects a broader industry mood as volatility, cost, and infrastructure strain make high-frequency, reliable service a more valuable currency than raw uplift.

Feedback from handlers at key airports like Calgary and Toronto has reportedly been strong, particularly around cold chain reliability and winter operations — not minor considerations when dealing with perishables, pharma, and e-commerce freight moving across climates and time zones.

For all the investment, though, WestJet still faces the challenge of competing in a crowded trans-Pacific space where legacy carriers and integrators dominate. Yet its strategy – lean, digital-first, belly-centric- reflects where a growing segment of the market is headed.