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Old January 22nd, 2005, 12:23 AM   #1
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Africa Aviation thread

SN Brussels adds Africa flights

SN Brussels will increase the frequency of flights from Brussels to the African destinations of Dakar and Monrovia from March 2nd. On the Brussels to Dakar (Senegal) route the airline will increase from 5 to 6 flights a week with the addition of a Thursday flight. On the Brussels to Monrovia (Liberia) route the airline will increase from 2 to 3 flights a week with the addition of a Friday flight. All flights are operated with Airbus A330-300s.
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Old January 22nd, 2005, 12:25 AM   #2
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Corsair applies for Mauritius

Passengers are looking for other destinations after the tsunami and as a result Corsair has filed an application with the Mauritius authorities for the airline to start a weekly flight from Paris to Mauritius as early as February. The weekly flight would be combined with St Denis on Reunion Island.
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Old January 29th, 2005, 05:55 AM   #3
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Angola 747 released

A TAAG Angola Airlines Boeing 747-300 that was seized at Johannesburg International Airport on Wednesday was allowed to depart today and left JNB this morning around 1100. The aircraft was seized following a South African civil court order obtained by Augusto, a South African citizen of Portuguese origin, who in court papers alleged that a government-owned Angolan company - Sociedade de Angola Do Comercio Internacional - owes him R3 million. Augusto was the pilot of a plane that crashed in Jamba, with the son of Mario Soares, a former Portuguese president, on board, at the height of the Angolan civil war. The initial instruction for payment of the R3 million to be paid to Augusto came from a Namibian court in 1999.
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Old January 29th, 2005, 05:56 AM   #4
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Air Tanzania suspends Nairobi service

Air Tanzania has suspended service on the Dar Es Salaam to Nairobi route. The airline says competition from Kenya Airways who operates 2 flights a day on the route lead to the decision. South African Airways, who own 40% of Air Tanzania, said the suspension is not permanent.
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Old January 29th, 2005, 06:03 AM   #5
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Kenya Airways Boosts DRC Flights

Effective February 2, Kenya Airways will begin two weekly flights to Lubumbashi, the second largest city of the Democratic Republic of Congo (DRC).

This will bring to six, the number of flights to the DRC. KQ already has four weekly flights to Kinshasa. The Wednesday and Saturday flights to the mineral rich south eastern Katanga province near the border with Zambia, is expected to boost business activities in the region.
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Old January 29th, 2005, 06:05 AM   #6
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Airlines in Post-Festive Season Holiday Offers

The festive season may be over but if you had put off your holiday plans for later, now would be a fine time to schedule one with attractive offers from UTB-2004 Ltd, Pan Africa House, Kimathi Avenue.

Take the one to Egypt for just $930. It comes with three nights stay in a five star Cairo hotel and a four-night adventure on a Nile Cruise for every person sharing.

The price includes return economy class travel from Entebbe to Cairo, transfers and a full day tour of the Egyptian Museum, pyramids and the Sphinx.

Alternatively, you can opt for the Circle Trip Explorer fares from British Airways who together with its oneworld partner airlines can fly you to Australia, Asia and Europe for as little at $2,199. You can fly from Nairobi to Johannesburg then to Sydney through Hong Kong then to London and finally to Entebbe all on one ticket.

Meanwhile, Kenya Airways has companion fares to Bangkok & Hong Kong. for $700 and $850, two people can fly to the respective Far East destinations until February 28.

Emirates have slashed their First and Business Class fares for travel from Entebbe to London return to $2,599 and $1,599 respectively.

The fares also apply for travel on Emirates to the European destinations of Manchester, Birmingham, Paris, Nice, Zurich, Munich and Frankfurt.

Other holiday offers include three nights in Zanzibar at $857 per person sharing, three nights in Mombasa at $557 (Whitesands Hotel) and $510 (Sun n Sand Beach Resort) and three nights stay in Malindi for $545 (Beach Club) or $565 (Hemmingways).
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Old January 29th, 2005, 06:07 AM   #7
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Kenya Airways crash report

According to the Kenyan investigators, a G-159 Gulfstream I accident at Busia in January 2003 was caused by the fact that the crew attempted to take-off on a runway which was too short given the airplane's weight. It was also discovered that both the captain's as well as the airplane's papers had been tampered with. Uncertified parts were fitted onto the aircraft and maintenance personnel for the aircraft were not trained and licensed.
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Old January 29th, 2005, 06:11 AM   #8
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South African Air Cutting Out The Fat

South African Airways (SAA) is planning savings of 1.6 billion rand (USD$268.9 million), returning the struggling state-owned airline to profitability, Chief Executive Officer Khaya Ngqula said.

Chief Executive Officer Khaya Ngqula told reporters that Africa's biggest airline would offer its 602 managers voluntary severance packages. SAA employs 11,000 people.

"Our target is to save 1.6 billion rand in the next 18 months. This is what we call excessive fat," Ngqula said. "We know we are overweight and have to deal with that as responsibly as possible. The biggest cost is us, management."

Ngqula said although SAA was not looking at a specific number, he would be happy with a 50 percent acceptance, which would put the flag carrier on the same level with other airlines in its category.

"We are not retrenching at this point in time. It's very guarded. But if the price of oil goes above USD$50 per barrel, then there is no option but to look at the cost structure," he said.

SAA, which posted a pre-tax loss of 8.7 billion rand (USD$1.46 million) in fiscal 2003/04, was on track to report a profit this financial year, Ngqula said. The loss followed a huge hedge-book loss built when it took 10 year cover against the rand weakening.

The rand subsequently strengthened and has put in three consecutive years of hefty gains. The hedge book was closed at a cost of 5.9 billion rand (USD$996.6 million) in June 2004.

The airline reported a 132 million rand (USD$22.2 million) profit before tax in the six months to the end of September 2004. It has posted net losses of 15 billion rand (USD$2.5 million) in the past two years.

"We are not out of the woods yet. For years nobody has told us to make a profit. That is about to change. This year we are going to make a profit, next year we are hoping to show 100 percent improvement on this year's results," said Ngqula.

The government has sunk about 10 billion rand (USD$1.69 billion) into SAA over the last six months and Ngqula said between 3 and 4 billion rand was needed to recapitalize the airline.

He said SAA was keen to order an A380 superjumbo plane from Airbus depending on affordability.

"It's just a question of affordability. If by the end of the year everything is good, we should be able to place an order. It makes sense to have it," said Ngqula. "If the oil price does not get out of hand, this business is going to be good."

He said the unbundling of SAA from parent company Transnet was on course and expected it to be complete in April or May 2006. Transport group Transnet has said SAA is not part of its core operations.

Ngqula said SAA would concentrate on consolidating its dominant position on the African market.

"Africa is one of the most important markets for us. Going forward the challenge is to focus on South America. That is the market of the future. The strategy is to focus on south to south and those routes that are profitable to us," he said.

European airlines such as Lufthansa, British Airways and Virgin Atlantic have increased direct flights to African destinations, Ngqula said.
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Old January 30th, 2005, 04:45 AM   #9
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Nothing to Cheer About Aviation in 2004
by Dele Ore
28 January 2005
All Africa

Lagos, Jan 28, 2005 (Daily Champion/All Africa Global Media via COMTEX) --

One hundred years of powered flight was celebrated worldwide about a year ago and it will soon be eighty years since aviation industry made a debut into Nigeria.

International Civil Aviation Organisation (ICAO) celebrated her 60th Anniversary on 7th December, 2004 with full Nigerian participation at her 35th General Assembly in Montreal Canada. Weighted against all these landmark events, aviation in Nigeria is still in a doldrums. Foreign airlines operating in and out of Nigeria are doing very well while the participation of Nigerian indigenous airlines is negligible due to constraints brought about by bad policies of our government.

The Emirates, Afriquiyah Airways of Lybia started their operations into Nigeria in 2004 while Iberia made an impressive and triumphant return. The only Nigerian carrier that made appreciable impression is Aerocontractors at home and abroad. Nigerian College of Aviation Technology (NCAT) Zaria finally graduated some pilots after many years of slumber. While Nigerian carriers are still encumbered into operating old fuel guzzling aircraft, Cameroon Airlines emerged with modern Boeing 737-800.

A cumulative impact of policies, bad decisions, the market, competition and financing difficulty is destroying the Nigerian aviation industry. The economy has so much to do with its strength but obviously the biggest problem seems to be lack of attention placed on whatever is Nigeria's interest.

This is why the airlines from strong and advanced countries of the world continue to be stronger while those owned by Nigerians are denied the much needed good will and very strong political base for survival. In an industry which does not allow for any mistakes lack of adequate regulating will result in an attempt to cut corners with possible catastrophic consequences.

It is patient to note that, most of our airlines are characterized by low capitalization, high indebtedness to creditors, low capacity utilization, wet and dry leasing of aircraft, unstable manpower retention (high technical staff attrition) rate which are symptoms of an economically weak airline industry, regulations guiding air transportation must be in accordance with standards set internationally by ICAO. Ensuring compliance with regulations is becoming more difficult in view of the poor state of economy of most African countries. Consequently this is the in ability of African Airlines to acquire modern aircraft which have high acquisition cost, through cheaper to operate has become a big challenge to all concerned.

Despite the fact that the airline business is highly capital intensive it is ironically grossly under capitalised in Nigeria.

Unfortunately, the dwindling value of the Naira against other foreign currencies has further worsened the situated for Nigerian airline operators. It is even more disturbing that aviation industrial, commercial and socio-economic development of the nation has no credit agency exclusively put in place to fund aviation unlike in other sectors of the economy. Furthermore, the interest rates being charged by Banks and Financial Institution's on loans are too high for any airline to borrow and operate profitably. To aggravate this situation, the fortunes of some airlines that have gong under or have been distressed consequently stopping operations are note encouraging enough to attract investment in the industry. Among some of the very sore points in the industry in the past year include, but not limited to:

- Failed Nigeria Eagle Airline
- Controversial appointment of Virgin Atlantic group in September 2004 as strategic investor to midwife Virgin Nigeria
- The SAHCOL saga
- More policies militating against making MMIA as a Hub for Africa
- Insensitively in designating local operators on regional & international routes.
- High attrition rate in aviation professionals.
- Controversial grounding of Slsock Airlines.
- $120 Million Airspace Total Rader coverage project.

On the whole, activities in the industry were overshadowed by the "Liquidation" of Nigeria Airways Ltd.

The basic role of government is to create an enabling environment for the growth and development of aviation in Nigeria by ensuring that the state's Primary Aviation Legislation is in line with the requirement of International civil Aviation Origination (ICAO). For this reason, the government should ensure, that Aviation Policies create growth and protect national economic interest in all agreements as well as providing a conducive environment for local operators to effectively participate in every sector. Our policies so far have not shown government's commitment to serious international relations, tourism and trade liberalization and integration in the region.

The most worrisome thing now is however the issue of State's primary aviation legislation which must without exception fulfil the requirements of Chicago Convention and their associated ANNEX provisions for International operations.

As things stand presently, Nigeria's basic aviation legislation does not meet with the above mentioned requirement. This is what is responsible for Nigeria's inability to obtain the desired IASA Category 1 Certification for NCAA which is a very big issue that must not be toyed with as it is presently. The truth of the matter is that our basic aviation law must conform with international norm. This is supposed to be our present pre-occupation instead of the government's unnecessary involvement in creating and funding a new national airline:- another costly mistake by that ill-advised creation of a new national airline.

For the achievement of optimal benefits in regional air services and efficient utilization of its gateway airports, Nigeria should and must support and strengthen the private sector for unhindered and fair participation in the industry. There is no alternative to full private sector participation for the transformation of our gateway airport to a leading hub" in Africa and for Nigeria to become a major actor in global aviation activities as envisaged by Vision 2010 objectives of at least 7% per annum growth in the country's Gross Domestic Product (GDP).

Under this administration, aviation has suffered neglect and fuel cost has been increased more than other time reaching strangulation point for the airlines.
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Old January 30th, 2005, 04:46 AM   #10
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Rivalry May Hurt East Africa Airline Industry
by Steven Odeu
27 January 2005
All Africa

Kampala, Jan 27, 2005 (New Vision/All Africa Global Media via COMTEX) --

THE battle for East African skies has intensified with two regional airlines tithering on the edge of disaster from strong arm tactics being applied by Kenya Airways.

The failure to renew a code share agreement by Air Tanzania has caused the airline to drop its Dar-es-Salaam route, while the outcome of talks between Kenya Airways and East African Airways (EAA) for the Kenyans to cede one daily trip to Entebbe will be coloured by Kenya Airways' latest decision to cancel its ground-handling contract with Entebbe Handling Services (ENHAS).

ENHAS shareholders are also major stakeholders in EAA.

"It is true Kenya Airways has stopped the handling contract with ENHAS. It's a result of their route wrangle with EAA. When EAA and the Government asked Kenya Airways to surrender one route, they refused. When they learnt that one of ENHAS directors is also a shareholder in EAA, they cancelled the contract," Tytens Georges, ENHAS chief executive officer, said.

The cancellation means ENHAS has lost a sh182m deal, almost half of its annual turnover since they handle 250 flights per year. Kenya Airways used to pay ENHAS $800 per flight.

ENHAS was once the lucrative department of Uganda Airlines, which was torn away and given to private people.

Most people think that was the last blow that sent Uganda's national carrier to death.

Sam Kutesa, the foreign affairs minister, is among the principal shareholders in ENHAS and EAA.

"It looks like Kenya Airways wants to squeeze out all the small players," said a source.

But Emmanuel Okware, the Kenya Airways' country manager, said they invoked a relevant clause in the contract.

"We provide ramp and warehousing facilities to Dairo Air Services at Jomo Kenyatta International Airport. Now Das Handling Limited provides a symbiotic facility at Entebbe International Airport. The agreement is mutually beneficial and brings cost savings and other benefits to both companies," said Okware.

He said the matter between Kenya Airways and East African Airlines is under discussion and is separate from the ground-handling contract.

Meanwhile, negotiations for Kenya Airways to forgo one of its four Entebbe-Nairobi routes in favour of EAA stalled.

Sources said Kenya Airways is opposed to the idea.

However, sources close to the negotiations say there is likely to be a ministerial decision on the matter.

Observers say EAA's current flight schedule cannot allow it to stay afloat much longer.

With only one aircraft, a Boeing 737-200, EAA has two flights a week to Johannesburg, South Africa.

Since the collapse of Uganda Airlines, AfricaOne took over the mantle of designation of a national carrier on the Entebbe-Nairobi route, but later collapsed in March 2003.

EAA took over the route, but could not sustain it and had to revert to a code-sharing arrangement with Kenya Airways until earlier last year.

The rivalry seems to be cutting across the region.

Air Tanzania on Monday also announced it had quit the Dar-es-Salaam-Nairobi route owing to what it termed "massive competition from Kenya Airways."

The airline has closed its Nairobi offices and recalled its staff to the Dar-es-Salaam head office.

The South African Airways officials who own 49% of the carrier.

The officials, however, insisted that the withdrawal was not permanent.

The airline's acting commercial director, Mike Bond said Kenya Airways was a strong regional player supported by an inter-continental network, making competion for the East African skies difficult.

Kenya Airways operates double-daily flights on the route, in addition to daily frequencies to Mombasa from Dar es Salaam through its subsidiary, Precision Air.

Air Tanzania's operation to Kenya served only people flying from Dar es Salaam to Nairobi.
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Old January 30th, 2005, 11:40 AM   #11
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Kenya Airways’ debt burden up

National carrier Kenya Airways’ debt burden is increasing by the year, threatening to devour its impressive earnings.

A private analysis by Dyer and Blair Investment Bank Limited, a local financial consulting company, shows the airline’s debt portfolio has been steadily increasing – from Sh7.6 billion in 2002 to Sh13.5 billion last year– and projects its creditors will be owed Sh16.2 billion by the end of this year. Kenya Airways has an asset value of Sh29.4 billion, which is seen to rise toSh35.3 billion in 2005.

The report notes that this debt position is ‘precariously high’ and might diminish the firm’s profitability due to increasing financing costs.

In terms of financial performance, Kenya’s flag-carrier has been flying high, posting a phenomenal over-300 per cent surge in its half-year profits for 2004. The debt results from new acquisitions of modern aircraft, two more Boeings (777 and 767), and a staff lay-off programme that Dyer and Blair says has already cost it Sh385 million.

The retrenchment, which targets 260 employees, is part of a major turnaround project dubbed K-TAP, launched late in 2003. This programme was expected to yield Sh4 billion in pre-tax profits at the end of 2005, though Dyer and Blair analysts have trimmed this figure by 48 per cent.

Contacted for comment, Kenya Airways corporate communications manager Hajila Komora said she was not aware of any plans to retrench employees this year.

"I haven’t heard of such plans," she said.

The airline, Dyer and Blair’s analysis shows, realised Sh1.3 billion net profit last year.

The analysts project a profit of Sh2.08 billion in 2005 if last year’s operational environment persists. Even so, its financial position is yet to stabilise, thanks to high oil prices and an increasing debt portfolio.

"The company’s operating profits may be eroded considerably by rising fuel prices as a result of increased consumption occasioned by continued acquisitions of planes and the huge rise in global oil prices," says the report. Oil process rose by over 40 per cent last year to a high of $50 a barrel in August.

Kenya Airways deals in passenger and cargo freight, besides operating a fleet of 19 aircraft, 16 of which are Boeings.

The results show that the airline posted Sh30 billion in revenues last year, an improvement of 10.7 per cent, and sees a growth of Sh3 billion in the current financial year. In spite of this improvement, the report classifies Kenya Airways liquidity position as "somewhat precarious".

The airline’s returns have been impressive and its half-year Sh1.51 billion net profit was its highest, having increased by 324 per cent.

The good performance has been attributed to increased revenue on key routes, with Europe leading at Sh7.4 billion in passenger revenue, or 28.6 per cent of the total, followed by the Middle East/Asia with Sh4.7 billion, West/Central Africa Sh4.2 million and East Africa at Sh3.3 billion. South Africa contributed Sh3.1 billion, while North Africa route and local operations raked in Sh1.3 billion and Sh1.9 billion respectively. Overall passenger revenue grew by 10 per cent to Sh25.77 billion from last year’s Sh23.5 billion.

Even though Europe’s turnover declined by one per cent as Middle East and Asia went up two per cent, Dyer and Blair says that the recovery in the tourism industry may spur growth in the European market this year. A gradual weakening of the shilling will make Kenya a more attractive destination for middle to lower market segment of the tourism sector, say the analysts, who recommend that KQ introduces attractive travel packages targeting this market.

"Given that the airline is generally a low-margin business, KQ has to continue expanding its route network with a view to increasing its revenues," says the report. Recently the airline has opened up new routes to Hong Kong, Thailand and Cape Town and code-shares routes with Royal Dutch Airlines KLM, which has merged with Air France.

While noting that cargo freight handling business has higher margins compared to the passenger division, the report notes that full acquisition of Kenya Cargo will enable it boost its profit potential because "cargo handling activities are expected to increase with increased economic growth".

The economy grew by 1.8 per cent last year up from 1.3 the previous year and the government has projected it will grow by 3 per cent this year. The airline is expected to benefit from increased export of horticulture products, especially cut flowers.

The analysis reveals that Kenya Airways stock is significantly undervalued, though it has a "reasonable" upward potential given that the estimates of its value range between Sh22.8 and Sh30 per share. It is currently trading at Sh19.75.
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Old February 1st, 2005, 12:49 PM   #12
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Air flight passenger carried cocaine bullets on board

A 40-year-old passenger arrested yesterday on the Sao Paulo flight to Johannesburg excreted 40 "bullets" containing cocaine in the police cells at Johannesburg International Airport.
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Old February 4th, 2005, 10:46 PM   #13
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Lybian airline to order 737NGs

Boeing has a preliminary agreement to sell up to 6 737-800s to Buraq Air of Lybia. The deal, expected to be signed soon, calls for 3 firm aircraft and 3 options for the airline based in Tripoli.
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Old February 4th, 2005, 10:52 PM   #14
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Ethiopian Airlines to acquire up to 10 Boeing 787s

ADDIS ABABA, Ethiopia, Feb 4, 2005 (AP) - Ethiopian Airlines will acquire up to 10 Boeing 787s at a cost of US$1.3 billion (euro1 billion), starting in three years time, officials said Friday.

The airline will buy outright five of the Boeings, also called Dreamliners, and will take delivery of the first plane in 2008, said Kagnew Fessaha, spokesman of Ethiopian Airlines.

The fuel-efficient Boeing 787 is due to go into service in 2008.

Sixty-year old Ethiopian Airlines has an option to lease another five Boeings, Kagnew told The Associated Press.

He did not say when the agreement to buy the 10 airplanes was reached with Chicago-based Boeing Co., nor did he give any other details.

Next June, the airline is expected to take delivery of the last of 12 Boeing jets leased in a separate deal that began in July 2002.

Ethiopian Airlines flies more than a million passengers a year. It serves most cities in Ethiopia as well as more than 40 international destinations. It currently has a fleet of about 21 aircraft, mostly jets.
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Old February 8th, 2005, 10:21 AM   #15
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In 2001, an expansion plan was announced at Bole International Airport at a cost of $130 million. This involves the construction of a new runway, as well as five taxiways linking the new runway to the existing runway. It also involves the construction of a new steel structure to house the airport terminal, a parking garage, a shopping complex and restaurants. In addition to this, the airport expansion involves the construction of a control tower and the installation of electrical and fire-fighting equipment, numerous accessories to the new terminal building and parallel runway, runway lighting, power generation, internal escalators, baggage carousels and conveyors, a public address system and other communication devices and installation.

Bole International Airport is located 8km south-east of Addis Ababa, Ethiopia. Bole Airport is the larger of the two international airports located in Addis Ababa, the second being the Lideta Airport, which is located in the south-west of the capital.

The new runway is designed to handle Boeing 747s and Airbus A-340s. The new runway will run parallel to the existing runway and consists of five entrances and exits to the old runway that will serve as taxiways. The cost of constructing the new runway is estimated at $30 million. Dar-al Handasah, a Lebanese company, is project consultant and Kajma Keanganam, a joint Korean and Japanese company is the lead contractor.

The second phase consists of the construction of the new international terminal building that consists of a parking garage, a shopping complex and restaurants, is a mainly steel structure. The cost of completing the second phase is estimated to be $75 million with the British firm, Fitchner, in charge of the project management and Al-Kharafi and Sons, a Kuwaiti company, as contractors.

The third phase is for the construction of the control tower and installation of electrical and fire-fighting equipment. It will also include the provision of numerous accessories to the new terminal building and parallel runway, runway lighting, power generation, internal escalators, baggage carousels and conveyors, public address system and other communication devices and installation. The cost of completing the third phase of the project is estimated to be $30 million and the German company Siemens is the lead contractor.

The Ethiopian Civil Aviation Authority, which manages Bole Airport have developed a comprehensive National Airports Development Plan covering the period 1999 – 2017 and the expansion of the airport is a major part of the plan. The airport will have a twelve-fold increase in capacity to handle 6 - 7 million passengers annually from its current capacity of 500,000 passengers.

The airport authorities hoped that the expansion of the airport will turn Bole Airport into the aviation capital of Africa. The provision of easy international connections at Bole is a key element in the ambition of Addis Ababa to become one of the most global cities in East Africa. Good air connections are believed to be essential in attracting a lot of business to the capital.

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Old February 8th, 2005, 10:25 AM   #16
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Cape Town International Airport is owned by Airports Company South Africa (ACSA) and is South Africa's second largest airport. Situated in the Western Cape, the airport has become the gateway to one of South Africa's major tourist destinations. Aircraft movements now exceed 60,000 per year. Five million passengers passed through the airport in 2003; it is projected that this figure will increase to 6.5 million by the end of 2004 and to 14 million by 2015. To meet this growing demand, ACSA has committed more than Rand 2 billion over 20 years to extend existing terminal buildings and construct parkades, two new satellite terminals and an expanded runway system. The first phase, a new international arrivals terminal, came on-stream in March 2001. This was followed in February 2003 with a new international departures terminal.

Phase 1 of the three-stage airport expansion involved demolishing the existing arrivals terminal and replacing it with a new terminal measuring 223m long by 50m wide. It has a light glass and steel structure. It currently has the capability of handling 950 arriving passengers per hour.

Phase 2 of the airport expansion was the construction of a new international departures terminal, which was completed in February 2003. Costing Rand 120 million, the terminal covers an area of 21,000m², of which 2,360m² is retail space. The terminal can process up to 1,300 passengers an hour, or a million passengers a year - three times the capacity of the terminal it replaced.

The terminal is built on three levels. Ticket counters are located on the ground floor, along with 68 check-in counters and luggage return areas. The mezzanine level houses passport control and immigration offices, with the number of passport control desks increased from six to 14. The top floor, with a curved roof similar to that of the international arrivals terminal, contains the 13 retail outlets and passenger refreshment/restaurants.

The east and west facades of the new terminal are made completely of glass, allowing views of the aircraft parking area and the Hottentots-Holland mountains in the distance. The glass facades and the roof are double-glazed and constructed with highly advanced technologies to restrict aircraft noise and prevent glare from the hot African sun.

The new international departures terminal was designed jointly by Associated Airport Architects, ACG Architects and Development Planners, Stauch Vorster Architects, Maggwaka and Associates and dhk Architects. IRIS Fabbrica Marmi e Graniti supplied high performance manufactured marble, which paved the public space floors. Construction was undertaken by a Murray and Roberts and RR Roberts joint venture.

Two air-bridges, manufactured in Johannesburg and Holland, were installed at the international terminals in April 2003. Serving both arriving and departing passengers, they link the terminals to the aircraft and are glazed, allowing the passengers to view the aircraft and airfield. The cost of this project totalled Rand 16 million and the contract was awarded to Parinis Airport Services, the company that also constructed air-bridges in Johannesburg International Airport.

During 2003 an interim project was undertaken to upgrade the domestic arrivals and departures terminals in an effort to alleviate passenger congestion. The domestic departures terminal was extended by 10m, allowing more space for all the airlines operating in the terminal. It also provides more queuing space for passengers at the check-in counters. This upgrade cost Rand 10 million.

Long-term plans are still being finalised, though it is expected that reconfiguration of the domestic terminals will resume early in 2004 and is expected to take two years to complete. A budget of Rand 300 million has been accounted for this overhaul, which is aimed at doubling the capacity to handle up to half a million domestic passengers a month. Eventually, it is planned to link the domestic and international terminals through a central passenger processing unit.

Six new aircraft aprons are being constructed. These will be able to accommodate three wide-bodied aircrafts or six narrow-bodied ones. Completion of these is expected in March 2004 at a total cost of Rand 20 million. All work will be carried out at night so as not to cause any unnecessary delays or traffic congestion.

Despite extending the terminal buildings, constructing new international terminals and the six new aircraft stands, long-term forecasts suggest that Cape Town International Airport will still not offer sufficient aircraft parking alongside the main terminal buildings. Therefore, long-term planning has incorporated remote parking alongside satellite terminal buildings, parallel to the main terminal buildings. These will be linked to the main complex by an underground passage equipped with travelators, speeding up passenger boarding and disembarkation.

Increasing numbers of passengers will also mean more car park spaces are needed. ACSA plan to build two new parkades allowing domestic and international arrivals access via elevated walkways, with departing passengers gaining access from the ground level. An additional 850 parking bays are currently under construction, and the multi-storey car park has been fast-tracked for completion by the end of 2004, providing an additional 2,000 bays at a cost of Rand 16 million.

The long-term airport plans also incorporates a second runway. This Rand 200 million project is planned for completion in 2015. When completed it will help combat air traffic congestion and will also enable the airport to provide adequate take-off and landing slots to meet the projected traffic demand, until 2050.

ACSA also proposes to develop a Freight City in order to accommodate the requirements of the numerous freight agencies located at the airport. At present there are no warehousing facilities in which to store goods, so it is planned to build a perishable-goods warehouse with facilities to store fish, fruit and vegetables.

Because of the airports prime location, only 15 miles east of Cape Town, the land around the airport is becoming increasingly sought after for commercial property development.

There are currently two development opportunities available. The first has been called the Oval Park and is earmarked for 16,000m² of mixed use development, which is adjacent to the main airport approach road. The second is the North West Precinct, an 80,000m² zone for a distribution and logistics business.

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Old February 8th, 2005, 10:27 AM   #17
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Johannesburg International Airport (JIA) is the air transport hub of southern Africa, catering for over 11 million passengers each year.

The airport recently decided to build a new domestic terminal. This project will further enhance the company's status as the primary air transport hub for sub-Saharan Africa.

The new terminal forms part of the overall development of the existing terminal precinct. The construction will create a single terminal complex accommodating in excess of 18 million passengers annually, facilitating easy transfer between flights and optimising capacity through the flexible use of airport infrastructure.

Extensions to international departures and arrivals facilities will add 70% capacity to international arrivals, enabling staff to handle 2,800 passengers per hour at peak times.

The new domestic terminal investment is believed to be justified by the significant growth of tourism and business travel to South Africa. This growth encourages innovation in the provision and financing of airport infrastructure since it demands a doubling of facilities at major airports every seven to eight years to handle the expected influx of visitors.

The Airport Company South Africa (ACSA) has awarded the contract for the construction of the new terminal to Concor. Concor has been involved in building airports for decades and ACSA is hoping to draw on its lengthy experience within this sector.

The preparatory phase of the contract for the new domestic terminal at JIA, was completed on schedule in mid-August 2000 and the project is on track for completion by the end of 2002.

This new terminal will have an atrium extending up through three storeys of the building and is designed to accommodate 10 million passengers per year. On completion, the terminal will be able to accommodate a flow of 11 million passengers a year.

The first completed phase of the contract (worth $3.2 million) consisted of enablement work, demolitions, piling and bulk earthworks. Construction commenced in November 2000.

The terminal building will comprise 80,000m² of floor space distributed over five floors. The mere size of the building is expected to further elevate the stature of the airport with three of the five floors each being roughly the size of three rugby fields.

The design of the building is based on the International Air Transport Association's standards, ensuring sufficient queuing and circulation space for easy access through all facilities.

A major pedestrian bridge will link the new terminal to the existing multi-storey parkade under the upper roadway and onto a retail level consisting of shops, coffee bars and a food court overlooking the arrivals concourse.

A component of the building design is an atrium space between the roadways and the departures, retail and arrivals levels. Pedestrian movement through the building will be by way of inclined travelator ramps located in the atrium linking the arrivals, retail and departure levels.

The new terminal, with an area of 70,000m² catering for the 11 million passengers expected by 2010, is scheduled to be completed in 23 months.

Concor, the main contractor, is the South African associated company of Hochtief, which is one of Europe's leading construction groups. The company focuses on design and planning construction. Concor's share of the $62 million contract is 50%.
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Old February 8th, 2005, 10:29 AM   #18
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Kotoka International Airport serves Accra, which is the capital of Ghana. The massive expansion in usage of the airport has led to calls for upgrading. Passenger usage has increased at an average of 6% per annum throughout the 1990s and cargo usage has risen by as much as 15% per annum. Such a phenomenal rate of growth forces further expansion in the airport facilities to keep pace.

The latest improvements to the airport are part of an ongoing programme. The first phase was financed through international development funding sources and was completed in 1993. The second phase will be financed from commercial revenues, with the aid of the UK export credit guarantee agency.

The sponsor of the airport improvement programme is the Ghana Civil Aviation Authority (GCAA), which is an agency of the Ghanaian government. The government’s backing and the involvement of foreign development agencies are both linked to the airport’s importance to the Ghanaian economy as a whole.


Firms that bid for phase 2 included Bouygues and Dumez from France, Fitzpatrick and Taylor Woodrow of the UK, Bilfinger & Berger from Germany, Dragados from Spain, Skanska from Sweden and Vermeer from the Netherlands. Siemens Plessey, which carried out the first phase in the early 1990s, chose not to bid for the second phase.

The Swedish contractor, Skanska, and its consortium won the contract. The total contract was worth SEK 590 million ($74 million) and Skanska’s share was about 40% (just under $30 million). Skanska International Construction pursued the project through Skanska Jensen International, which managed the consortium comprising the local branch of an Irish civil engineering company, PW Ghana and the Danish Intertec.


The second phase of the airport improvement originally involved the renovation and expansion of the terminal buildings, fire station and cold-storage facilities as well as the renovation and construction of new platforms. The fire station, cold-storage facilities and taxiway upgrade have all now been removed from the expansion programme in order to concentrate funding on the terminal buildings.

Improvements to the terminal buildings include the refurbishment and enlargement of the departure check-in area, incorporating new conveyors and other equipment to improve passenger handling and comfort as well as the installation of air conditioning in the immigration area. The communication facilities in the terminal will also be renovated. The baggage handling hall for arrivals will be given a new conveyor system in order to maximise efficient throughput and the terminal forecourt will be remodelled with a dual carriage way, departure and arrival vehicular areas, and car parks. The facilities for 'meeters and greeters' will also be improved to make the airport seem less congested.

The 03-21 runway was extended by 150m at the 03 stopway and 400m at the 21 end threshold, to allow a fully laden 747 to take off. This greatly enhances Kotoka's ability to handle air freight.


In 1998, the GCAA announced plans to develop the 40+ acre site in front of the airport as an 'airport city'. This involves the development of roads, communication facilities, power distribution, lighting, water supply, sewage treatment, parking lots, landscaping, drainage, walkways and other ancillary works. The lots on the site are parcelled out among private developers.


The second phase of the project is being financed by loans from the Hong Kong Chinese bank HSBC, British Paribas and Ghana's Ecobank, with support from the export credit organisations ECGD in the UK, EKN in Sweden and EKF in Denmark. The banks provided a $44.5 million loan, which was underwritten by the export agencies. The two Scandinavian agencies are reinsuring ECGD for the supply of equipment from Europe. The UK loan is the largest element to be supplied by any single organisation.
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Old February 8th, 2005, 10:31 AM   #19
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Mauritius Airport (the Sir Seewoosagur Ramgoolam International Airport) is located just outside Port Louis, the capital of Mauritius. The island of Mauritius is situated in the Indian Ocean, approximately 855km off the east coast of Madagascar and 1,800km from mainland Africa. The airport expansion and redevelopment has been carried out at a cost of $20 million. The project was started in 1999 with Thales ATM as the lead contractor for the air traffic control system and was completed in 2000. The airport is now capable of handling 1.5 million passengers each year.

The redevelopment of Mauritius Airport is part of the government’s plan to commercially exploit the increasing number of passengers passing through the airport. The redevelopment also included plans for a new cargo terminal. The management contract for the airport’s redevelopment was awarded to BAA, a company which has considerable experience in managing airports in the UK and around the world.

The original plan drawn up before the involvement of BAA outlined a cost of $48 million for the project. The plans were revised to make use of around 8,500m² of existing, unused space with a saving of $32 million on the original costing.

The project aimed to upgrade all facilities including: new departure and arrival lounges; new conveyor belts to improve efficiency of baggage delivery; new restaurants; improved immigration, customs and police facilities and new duty free shops at departures and arrivals.

Part of the Thales ATM contract included improving the telecoms systems, with: VHF AM ground/air equipment, VHF FM ground/ground equipment, UHF AM point to point link equipment, HF long distance ground/air/ground equipment and VSAT equipment (Remote Island Access).

The redevelopment of the airport also included the 5,000m² purpose built automated Cargo Terminal. The terminal caters for existing exports and transit traffic and can accommodate a further 25% growth. The national airline Air Mauritius has invested in five wide bodied extra long range A340 – 300 and two wide bodied B767 – ER aircraft as a commitment to increasing the amount of cargo that the airport handles annually.

The project involved the upgrade of the Air Traffic Management System, enabling the Department of Civil Aviation to extend the provision of safe and efficient air traffic and navigational services throughout its vast oceanic airspace. The intention is to position Mauritius as a regional air traffic hub.

The redevelopment of the airport started in 1999 and was completed earlier than expected in August 2000. The original plan envisaged the redevelopment work for the airport lasting over two years, but this time was halved through the use of 8,500m² of existing space within the airport.

An area of 5,000m² was used to build a new cargo terminal. The terminal has separate storage rooms for perishables, dangerous goods, vulnerable and valuable freight. The terminal was equipped with the Sabre Cargo Plus computerised system, which provides facilities for bookings, terminal warehouse control, airway bill data capture, rating and tracking of consignments.

BAA signed a five-year management contract with Airports of Mauritius Co Ltd. to manage the airport operations and related activities. BAA will receive a performance related management fee for the duration of the contract. There is an option for a further five years after the completion of the current management contract.

Thales ATM was awarded a contract for the provision of an Air Traffic Management System. In addition, comprehensive operator and maintainer training was provided. Equipment was sourced from both international and local suppliers. Thales ATM relied heavily on local companies to install, support and maintain the systems.
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Old February 11th, 2005, 06:28 PM   #20
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Brussels - Kinshasa : 80 years of airline history

On Saturday 12 February it has been exactly eighty years ago since Edmond Thieffry flew for the first time from Brussels to Congo. In that time Thieffry travelled 51 days before reaching the African country, today the Airbus 330-300 of SN Brussels Airlines connects the European capital in less than 8 hours with Kinshasa.

A subway station at line 1 A between Mérode and Pétillon, a modest monument and a street name: this is about everything that reminds of Edmond Thieffry in Belgium.

Tomorrow it will be exactly 80 years ago since the airline pioneer began the adventure that would reach the history books and the world press.

In the early morning of 12 February 1925 navigator Edmond Thieffry, master engineer Jef de Bruycker and pilot Leopold Roger leave from Haren nearby Zaventem with Congo as their destination. The Handley Page, that weighs 6 tons, has an 8.124-kilometer distance ahead. The journey will lead them via Marseille, Oran, Colomb-Bechar, Gao, Fort-Lamy, Bangui, and Coquilhat Ville to Congo.
Only 51 days later, with 75 hours of flight on the meter, the Handley Page lands at the N’Dola airport, in the heart of Leopoldville (today: Kinshasa). A remarkable adventure that immediately showed that it was too early to organize regular services between Brussels and Congo. The regular service did not start before 23 February ’35, almost 70 years ago.

Today SN Brussels Airlines connects the European capital 5 times a week with Kinshasa. While it took Thieffry 51 days to reach the country, the modern Airbus 330-300 is able to arrive in Kinshasa in less than 8 hours. On board a mix of passengers (Belgians, the Congolese people, Europeans, expats, clerks, diplomats, business people, families…) and more than 4 ton cargo freight (food, machine parts, hotel catering…).

Last year SN welcomed more than 50.000 people on the service. The number of passengers is increasing. Thanks to these results, SN Brussels Airlines is by far the largest long haul operator in Kinshasa.

( Source : )
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