WILSON AIRPORT NAIROBI KENYA ARCHITECTURAL PROPOSAL - RESEARCH REPORT

Cultural Gateways in Public Architecture empowering local socio-economic through ethno-market and regionalism promoting cohesion, culture and commerce AIRPORT TERMINAL DESIGN THESIS A case study of Architecture for the Public as a meaningful vehicle to redistribute income and express and Consolidate the Cultural Identity of a Given Country.

A case study of Architecture for the Public as a meaningful vehicle to express and consolidate the Cultural Identity of Kenya

Image: Hot Air Balloon Safari over Masai Mara

Abstract

The Public Service Ethno Market

cultural market as gateway in airport terminal empowering local socio-economic through ethno-market and regionalism promoting cohesion, culture and commerce The State of Wilson Airport and Kenya’s Vision 2030 are soon to meet each other through airport design. The proposed upgrade of the airport combines A World Class Domestic Airport Terminal with Architecture For The Public resulting in a cultural gateway to transit passengers and residents of the surrounding site.

The model of a Cultural market as gateway in airport terminal puts emphasis on elements, lifestyle patterns and ideologies held dear to Kenyans. The project celebrates Kenya’s ambition and environment in a harmony like symphony of socio-economic prosper. Elements such as Elephant Tusk Columns symbolizes the struggles of Poaching and the Ivory Ban. Spaces surrounding the site are fully utilised to engage the community in activities bent on fair income distribution.

The aim of the design is to encapsulate 3 elements key to making the space a cultural melting point Peace - Localism - Air Travel. The idea is to create a very competitive environment that celebrates cultural diversity and promotes unity. The program taps into a glaring social economic matter looming over the country. For a merchant / shop owner and staff to get a space to rent they have to pass a unity and cohesion program designed by the United Nations, much like those developed to promote unity post genocide in Rwanda. Upon successful completion of the course the staff may earn additional income by teaching and certifying the community they live amongst in this course. Spaces on site, designated as green lungs encompass classes outdoors and reintroduce public realm to the overall city area (Langatta).

Today, globalisation is an unavoidable way of life. After the invention of electricity, mankind has began to develop exponentially the universe and suddenly the world is smaller than it was just a decade ago. In all this, it is becoming really clear that the most efficient way to achieve globalization is to have a fast and convenient way to receive information, passengers and aircrafts. To achieve a regenerative plan a series of studies will attempt to compile a design handbook to refine and reuse for better regional connectivity in East Africa.

The Airport ethno market can then be a cultural creative expression embodying empowerment, cohesion and identity. The localist approach starts with how much the design engages the community and ends with fair income distribution and power sharing amongst Kenyans.

Keywords: Airport Design, Localism, Peace.

SAFARI EXPERIENCE

AIRPORT TERMINAL MIND MAP

AIRPORT EFFICIENCY

LIFE ON LAND

CLIENT

How to design an Urban Airport

Problem Statement

Wilson Airport lacks room to expand and accommodate the ever growing traffic of an Urban Airport

The state of Wilson Airport Nairobi does not reflect the image of Kenya’s 2030 vision Recognizing the need to upgrade the airport to better serve a domestic safari industry Problem

Images: Wilson Airport Nairobi

Issue : infrastructure of Wilson Airport in 2018

Wilson, the Safari Airport Prior to its formation, the former erstwhile Aerodromes Department under the Ministry of Transport and Communication handled this responsibility. Erstwhile was in charge of then Nairobi’s Old Embakasi Airport which was constructed in the mid-1950 to serve the first generation Boeing

INTRODUCTION

707/DC8 aircraft; Nairobi Embakasi Airport was opened in May 1958, by the last colonial Governor of Kenya, Sir Evelyn Baring, although the airport was due to be opened by Queen Elizabeth, The Queen Mother was delayed in Australia and could not make the ceremony. Nairobi Embakasi Airport was then closed on March 14, 1978 and paved way to the current Jomo Kenyattta International Airport.

Contrary to beliefs, Nairobi Airport was not the 1st airport in Kenya. Wilson Airport, which is one of the regions busiest domestic aerodrome traces its roots back to to the 1st World War. commercial routes were pioneered by Imperial Airways and its successor BOAC in the 1920’s and in July 1929, Wilson Airways Ltd was formed by Mrs. Florrie Wilson to operate from an airfield in Nairobi, at Dagoretti Corner. Later, that year the airfield at Dagoretti Corner was abandoned in favour of the present site of WAP, originally called Nairobi Aerodrome.

Image: Nairobi-Airport-in-1958

INTRODUCTION

Citation About Airport Wilson Airport is located to the South of Nairobi and immediately to the South of Langata Road, some 2km southwest of the junction with Mombasa Road. The most notable feature on this side of the airport is the Uhuru Monument, marking the spot where Kenya was granted independence. Founded in 1927 in Dagoretti and relocated to the current location in 1928.It was initially called Nairobi Aerodrome but it was re-named Wilson airport after the lady pioneer (founding person) Ms Florence Wilson.

KAA DYING WILSON THE KENYAN GOVERNMENT ALLOWS THE AIRPORT TO OPERATE BUT FAILS TO REPRESENT ITS INTEREST IN PROTECTING THE AIRPORT LAND

It is situated latitude 0118’s and longitude 36 48’49”E-5Km from Nairobi city centre and borders Nairobi National Park to the immediate south. It is ICAO Class 2 Category 5 code HKNW. Average temperature 23°c. Operational hours -0330 to 1730UTC. Wilson Airport is one of the busiest airports in terms of aircraft movement in East and Central Africa. Domestic flights constitute 90% of the total flights from the Airport with international flights accounting for 10%.

The Airport is a fast and convenient gateway from Nairobi into Kenya’s magical interior lands. Destinations served from the Airport include Maasai Mara, Mombasa, Amboseli, Lamu, Kilimanjaro Diani, Lokichogio and Nanyuki. It is also a modern hub of General Aviation in East and Central Africa.

SOURCE: Kenya

Airports Authority

Citation

Dying Wilson Developers choking the Airport --------kenyan media

Image: Wilson Airport Illegally Sold Land

Citation

Airport Infrastructure

Aviation Issue Summary

If Kenya Airways does not use the airport KAA does not focus on its operation. Wilson is key to aviation traffic congestion easing

Issue : terminal condition at Wilson Airport

OPERATED BY

Image: CONTROL TOWER 2017

Issue : terminal condition at Wilson Airport

OPERATED BY

Image: APRON WILSON AIRPORT 2017

Issue : terminal condition at Wilson Airport

OPERATED BY

Image: HANGAR WILSON AIRPORT 2017

Issue : terminal condition at Wilson Airport

OPERATED BY

Image: TERMINAL WILSON AIRPORT 2017

Issue : terminal condition at Wilson Airport

OPERATED BY

Image: REFUELING STATION WILSON AIRPORT 2017

Issue : terminal condition at Wilson Airport

OPERATED BY

Image: FLY540 / SAX CHECK IN COUNTER, TERMINAL 2017

SWOT

City Airport

Land Use

STRENGTH

WEAKNESS

OPPORTUNITY

THREAT

Land Size

Sale of Land

Expressionism in Art

Key to identity Localism & Community Engagement around the Airport

Citation

PUBLIC ENGAGEMENT RESEARCH AND MAJOR APPROACHES by Matthew C. Nisbet, Ph.D.

STUDYING EVERYDAY INFORMAL ENGAGEMENT Many scholars insist that true participation requires shared power in decision-making, focusing on the impact of participation on policy outcomes. But Einsiedel argues instead for a ladder of participation where "degrees of participation are recognized in different contexts, for different goals or purposes," as her typology of purposes describes.

Citation

Community Engagement By Kelly B. Campbell Keywords capacity building, material deliberation, public engagement with science and technology

Citation

Key Words

social construction of identity

SOCIAL PSYCHOLOGY OF IDENTITIES By Judith A. Howard

language intersections of identities social cognition symbolic interaction

Abstract

SOCIAL PSYCHOLOGY OF IDENTITIES By Judith A. Howard

Citation

“In this chapter I review the social psychological underpinnings of identity, emphasizing social cognitive and symbolic interactionist perspectives and research, and I turn then to key themes of current work on identity—social psychological, sociological, and interdisciplinary. I emphasize the social bases of identity, particularly identities based on ethnicity, race, sexuality, gender, class, age, and disability, both separately and as they intersect. I also take up identities based on space, both geographic and virtual. I discuss struggles over identities, organized by social inequalities, nationalisms, and social movements. I conclude by discussing postmodernist conceptions of identities as fluid, multidimensional, personalized social constructions that reflect sociohistorical contexts, approaches remarkably consistent with recent empirical social psychological research, and I argue explicitly for a politicized social psychology of identities that brings together the structures of everyday lives and the sociocultural realities in which those lives are lived.�

Citation

SOCIAL PSYCHOLOGY OF IDENTITIES By Judith A. Howard

“Identity ... is a concept that neither imprisons (as does much in sociology) nor detaches (as does much in philosophy and psychology) persons from their social and symbolic universes, [so] it has over the years retained a generic force that few concepts in our field have.” (Davis 1991:105) “[I]dentity is never a priori, nor a finished product; it is only ever the problematic process of access to an image of totality.” (Bhabha 1994:51)

Citation

IDENTITIES AND SPACE “pass” in new identities when they cannot be monitored? Kendall (1998a,b, and see O’Brien 1999)

SOCIAL PSYCHOLOGY OF IDENTITIES By Judith A. Howard

Identities have an intrinsic, essential content, defined by a common origin or a common structure of experience, and often, both. “authentic” identity. An alternative approach emphasizes the impossibility of authentic identities based on a universally shared experience or origin (Grossberg 1996); identities are relational, defined by their difference from something, processual, and multiple

IDENTITY

Identity Issue

Visitors to Africa

Source: African Statistical Yearbook

IDENTITY Tribes of Kenya

Identity Issue

Tribes of Kenya TRIBAL CLASHES

Problem

IDENTITY Idea Cultural Melting Points Special Designated Areas Architecture for the Public Areas of Informal Engagement Community Strength engagement SITE SELECTION CRITERIA

Identity and Tribes of Kenya

Tribes Of CENTRAL Kenya

Supporting Airports in Kenya Community Engagement & Regenerative Model

Isiolo Gateway - Northern Kenyans Kisumu Gateway - Western Kenyans Wilson Gateway - Central Kenyans Malindi Gateway - Coastal Kenyans

WILSON GATEWAY LOCALISM Strong Identity ● ●

KIKUYU PEOPLE MASAI PEOPLE

Cultural Presence ● ● ●

OKEK PEOPLE KAMBA PEOPLE EMBU PEOPLE

Inspiring Designs

Tensile

Image: Mahali Mzuri by Virgin Group KENYA virginlimitededition.com

Coexistence with Nature

Image: ol donyo lodge Amboseli National Park Kenya

Coexistence with Nature

Image: Saravo Salt Lick Game Lodge Tsavo West-National Park,Kenya

Informal Employment Strategy to Community Engagement

Problem

EMPLOYMENT STRATEGY Strong Identity ● ●

KIKUYU PEOPLE MASAI PEOPLE

Cultural Presence ● ● ●

OKEK PEOPLE KAMBA PEOPLE EMBU PEOPLE

CENTRAL KENYA MAASAI MARKET & LOCAL IDENTITY

MAASAI MARKET Wamama Market

Majority of the respondents agreed that business had made them meet their basic needs. Those respondents who agreed to the statement were 49%, while 34% of respondents strongly agreed, 13% remained neutral, 2% disagreed and another 2% did not indicate their opinion. They also reported that they had contributed to growth of the economy in various ways through: promotion of tourism by 65%, creation of employment contributed to 25% to the economy, while export trade accounted for 5%. The traders created employment because they had assistants who helped in carrying out the business activities.

Those with employees accounted for 37% of the respondents.

The respondents reported they had improved in their level of net income earned. There was marked improvement in the respondents’ economic status represented by 92% agreeing to having improved in many ways For instance the indicators of improved economic status were: ability to meet basic needs, improved education for the children, improved standards of living and improved medical care.

Abstract

Do Women Entrepreneurs Play a Role in Reducing Poverty?

A Case in Kenya SEDINA B. MISANGO

Citation

This paper has examined the economic role of women entrepreneurs in poverty reduction in Kenya. A case study was carried out among women entrepreneurs at the Maasai market within Nairobi City’s Central Business District. From the target population of 664, 15% were sampled for this study, through stratified and purposive sampling techniques. Quantitative and qualitative data were collected by use of questionnaires and interviews, hence analyzed concurrently. The study showed that the economic activities carried out by the respondents were similar in nature and included selling of African artifacts, clothing and ornaments. Most respondents (95%) used readily available raw materials to make their products for sale. Majority of the respondents (83%) agreed that the businesses had made them improve their economic status. The businesses contributed to the promotion of tourism, employment and export trade. The study concludes that women entrepreneurs play a major role in poverty reduction in Kenya.

Key Words: Women, Entrepreneurs, Poverty Reduction.

Wilson Gateway MAASAI MARKET

KIKUYU IDENTITY JUA KALI INDUSTRY

JUA KALI Metal workers ‘Jua Kali’

Jua Kali artisans are mostly found on the roadsides of Kenya’s big towns. They produce a variety of high quality hard and soft wood furniture, artistic fabricated doors and gates, priceless pieces of art created from scrap metal, carpets and custom made items. Other popular Jua Kali products include household items like frying pans, cooking pots, metal boxes, paraffin lamps, energy saving baking ovens, metal stoves that use charcoal ‘jiko’, metal tanks and so forth. Some of these art works are at times destined for export markets and earn Kenya foreign exchange. The products from this sector are of good quality so much that they sell in any part of the world.

Jua Kali trade follows the system of apprenticeship. The traditional craftsmanship is passed down from one generation to another through on-job training and mentorship. This industry creates job security for many families as it removes reliance on the elusive dream of getting white collar jobs. Most people join the industry after completing high school. Through this industry many have been able to achieve the Kenyan dream of financial independence.

LOCAL CRAFT INDUSTRY CELEBRATING MAKING

JUA KALI CONSTRUCTION INDUSTRY KEY TO COMMUNITY ENGAGEMENT

The Sculpting If The Airports Iconic Columns Should Be Done By The Local Artisans. They Should Be Allowed To Express Creativeness

IMAGE: MOMBASA GATEWAY TUSKS

JUA KALI CONSTRUCTION INDUSTRY

PORTFOLIO OF THE LOCAL CRAFTSMEN AT JOMO KENYATTA INTERNATIONAL AIRPORT

Jua Kali Wildebeest Sculptures At Jkia

Airport support infrastructure (staff zone) ● ● ● ● ● ● ● ● ● ● ● ●

Inflight catering Aircraft maintenance G.H maintenance Airport maintenance Police & security Administration building Meteorological compound Firefighting facilities General aviation fixed base fueling stations helicopter operations quarantine containment facilities

ICAO REF CODE A & B AIRCRAFT Regional capacity SERVICE CTR

Wilson Gateway

Duty free infrastructure (localism zone) ● ●

Industrial area workshops Duty free village market

Environment zone ● ● ● ●

Runway clear zone Facility to be demolished Property boundary Nature elements

Localism Empowering the locals through community engagement

Conclusion

03 AIRPORT DESIGN COMPLIANCE MATTERS SITE REF: WILSON AIRPORT KENYA

Terminals

AIRPORT CAPACITY CHAPTER

Citation

IATA World Wide Survey KENYA The importance of air transport to Kenya SOURCE: OXFORD ECONOMICS

Citation

IATA World Wide Survey KENYA The importance of air transport to Kenya SOURCE: OXFORD ECONOMICS

Airport Development Reference Manual 9th Edition Effective January 2004 International Air Transport Association Geneva

International Air Transport Association SWITZERLAND

The International Air Transport Association (IATA /aɪˈɑːtə/) is a trade association of the world’s airlines.

Consisting of 278 airlines, primarily major carriers, representing 117 countries, the IATA's member airlines account for carrying approximately 83% of total Available Seat Kilometers air traffic.

IATA supports airline activity and helps formulate industry policy and standards. It is headquartered in Montreal, Quebec, Canada with Executive Offices in Geneva, Switzerland.

SOURCE WIKIPEDIA

AEORODOMES ANNEX 14 International Civil Aviation Organization USA

International Civil Aviation Organization UNITED NATIONS USA

The International Civil Aviation Organization (ICAO) (pronounced /aɪˈkeɪ.oʊ/; French: Organisation de l'aviation civile internationale, OACI), is a specialized agency of the United Nations. It codifies the principles and techniques of international air navigation and fosters the planning and development of international air transport to ensure safe and orderly growth. Its headquarters are located in the Quartier International of Montreal, Quebec, Canada. The ICAO Council adopts standards and recommended practices concerning air navigation, its infrastructure, flight inspection, prevention of unlawful interference, and facilitation of border-crossing procedures for international civil aviation. ICAO defines the protocols for air accident investigation followed by transport safety authorities in countries signatory to the Chicago Convention on International Civil Aviation. The Air Navigation Commission (ANC) is the technical body within ICAO. The Commission is composed of 19 Commissioners, nominated by the ICAO's contracting states, and appointed by the ICAO Council Commissioners serve as independent experts, who although nominated by their states, do not serve as state or political representatives. The development of international Standards And Recommended Practices is done under the direction of the ANC through the formal process of ICAO Panels. Once approved by the Commission, standards are sent to the Council, the political body of ICAO, for consultation and coordination with the Member States before final adoption. ICAO is distinct from other international air transport organizations, like the International Air Transport Association (IATA), a trade association representing airlines; the Civil Air Navigation Services Organisation (CANSO), an organization for Air navigation service providers (ANSPs); and the Airports Council International, a trade association of airport authorities.

SOURCE WIKIPEDIA

PLANNING CHAPTER B PLANNING PROCESSES

Airside infrastructure (aircraft zone) ● ● ● ● ● ● ● ● ●

Taxiway Holding bay Aircraft apron Engine test enclosure Location aid (ATC tower) Vehicle parking area Staging area Access road Runway lighting

WORLD CLASS

SAFARI TERMINALS

Landside infrastructure (ground handling zone) ● ● ● ● ● ● ● ●

Passenger terminal Cargo terminal Ground transport Hotel Access road Parking structure Rail line Vehicle fueling station

Airport support infrastructure (staff zone) ● ● ● ● ● ● ● ● ● ● ● ●

Inflight catering Aircraft maintenance G.H maintenance Airport maintenance Police & security Administration building Meteorological compound Firefighting facilities General aviation fixed base fueling stations helicopter operations quarantine containment facilities

ICAO REF CODE A & B AIRCRAFT Regional capacity SERVICE CTR

Wilson Gateway

Duty free infrastructure (localism zone) ● ●

Industrial area workshops Duty free village market

Environment zone ● ● ● ●

Runway clear zone Facility to be demolished Property boundary Nature elements

Citation ACCs will concentrate on achieving a rational balance between: ●

●

AIRPORT CONSULTATIVE COMMITTEE (ACC) The objective of an ACC is to consolidate airline views and to provide a focal point for consultation between the airlines and the airport authority concerning the planning of a major airport expansion or a new airport in order to input airline functional requirements.

●

● ● ● ●

●

The level of service provided for both passenger and cargo in their respective terminal areas and fields of operation.

The long term facility footprint and land area requirements for all parties operating at an airport.

The need for efficient, cost-effective ground handling operations and the increased facility, resource and equipment requirements to support multiple handlers.

Increasing demand and airport capacity improvement programmes.

The impact and need to allocate global airline alliances within a single operating area or terminal.

The proposed capital investment and the resultant operating cost to airlines over an agreed period.

The need to increase concession areas and resulting revenues, and the potential impact on passenger flows and airline operations.

The differing needs of international carriers compared with those of domestic carriers, charters and emerging low-cost carriers (LCCs).

Citation SITE PLAN

ZONING SITE PLANNING WILSON AIRPORT

Citation SITE PLAN

RESTRICTED Zoning SOA

Citation SITE PLAN

SEMI PUBLIC Zoning SOA

Citation SITE PLAN

Airside Airside infrastructure (aircraft zone)

● ● ● ● ● ● ● ● ●

Taxiway Holding bay Aircraft apron Engine test enclosure Location aid (ATC tower) Vehicle parking area Staging area Access road Runway lighting

Zoning SOA

Citation SITE PLAN

Landside Landside infrastructure (ground handling zone)

● ● ● ● ● ● ● ●

Passenger terminal Cargo terminal Ground transport Hotel Access road Parking structure Rail line Vehicle fueling station

Zoning SOA

Citation SITE PLAN

Air Support Airport support infrastructure (staff zone)

● ● ● ● ● ● ● ● ● ● ● ●

Inflight catering Aircraft maintenance G.H maintenance Airport maintenance Police & security Administration building Meteorological compound Firefighting facilities General aviation fixed base fueling stations helicopter operations quarantine containment facilities

Zoning SOA

Citation SITE PLAN

DUTY FREE Duty free infrastructure (localism zone)

● ●

Industrial area workshops Duty free village market

Environment zone

● ● ● ●

Runway clear zone Facility to be demolished Property boundary Nature elements

Zoning SOA

Citation SITE PLAN

Environment Duty free infrastructure (localism zone)

● ●

Industrial area workshops Duty free village market

Environment zone

● ● ● ●

Runway clear zone Facility to be demolished Property boundary Nature elements

Zoning SOA

Citation SITE PLAN

CONTROL TOWER Zoning SOA

Citation SITE PLAN

LINES OF VISION CONTROL TOWER

Airside Zoning

Citation SITE PLAN

Aircraft Parking Apron aircraft layout and related docking guidance systems ACC Scope

Citation SITE PLAN

Passenger Terminals planning and design of new terminals or major expansions of existing terminals ACC Scope

Citation SITE PLAN

Cargo Terminals air freight and air express facilities ACC Scope

Citation SITE PLAN

Airside Infrastructure ACC Scope

Citation SITE PLAN

Landside Infrastructure ACC Scope

Citation SITE PLAN

Airport Support Facilities cargo terminals and flight kitchens ACC Scope

Citation SITE PLAN

Surface Access Systems ACC Scope

Citation 1.

2.

3.

4.

5.

6.

7.

8.

KEY PLANNING ITEMS main considerations in any airport planning and development activity.

B1.3 P15-P16

9.

10.

11.

12.

13.

14.

15.

16.

17.

Runway / Taxiway Layout.

Road/Rail Access.

Terminal Design.

Check-in Hall.

CUTE.(Common Use Terminal Equipment) Signage.

Security.

Baggage Handling System (BHS) including Hold Baggage Screening (HBS).

Airline Offices.

Airline CIP Lounges.

Terminal Retail Space.

Departure Gate Lounges.

Baggage Claim Hall.

Meeter Greeter Hall.

Apron Layout.

Aircraft Servicing Installations.

Location of Support Facilities.

Citation SITE PLAN

Runway / Taxiway Layout Rapid Exit Taxiways (RETs) B1.31 P16

Citation

NOISE ZONES

DESIGN STRATEGY

NOISE NOISE ZONES

Citation SITE PLAN

ZONE 1 NOISE ZONES

Citation SITE PLAN

ZONE 2 NOISE ZONES

Citation SITE PLAN

ZONE 3 NOISE ZONES

Citation

Airline CIP Lounges B1.3.10 P20

At many international as well as domestic airports, the airlines have a marketing requirement to provide special lounges to accommodate their Commercially Important Passengers (CIP).

This airline requirement has grown significantly in recent years to become a major customer service element in the way airlines handle their CIP passengers and set themselves apart from their competitors. Most airlines will require generously sized spaces for their exclusive use lounges. These lounges should be located on the airside of the terminal building and preferably on the departures level, with convenient access to the airlines' departure gates.

Larger airlines will tend to combine their exclusive requirements into multiple function rooms differentiated by passenger categories (First Class, Business Class and others). These larger spaces normally require their own exclusive toilets and showers, and access by elevators and/or escalators.

Also it should be noted that with the growth of airline alliances many future CIP mega-lounges will be shared by several airlines.

Details of the airline space requirements for such lounges at a specific airport may be obtained using the questionnaire and procedure shown in Figure 91.3.

Citation

Terminal Retail Space

Recent surveys on airports show that passengers want, and expect to see, shopping facilities at airports where they can browse when they have sufficient time. At some larger airports up to 10-12% of the terminal area is now dedicated to airport shops. With passengers willing to spend large amounts of money on airport shopping, concession revenues can provide the airport with up to 50-60% of their total airport revenues. The airlines support the airport authorities in their plans to expand airport concessions provided: â—?

10-12% of the terminal area 50-60% of their total airport revenues B1.3.1.1 P20

â—?

The commercial revenue earned by the airport authority is used to reduce aeronautical charges.

The accessibility and accommodation for these facilities must be arranged so that maximum exposure to the passenger and visitor can be accomplished without interfering with the flow of passenger traffic in the terminal. 70-80% of retail concessions should be located airside.

Citation

Departure Gate Lounges B1.3.1.1 P20

The departure gate lounge area should be an open area, allowing passenger circulation. There should be seating in the area for 70% of passengers. This includes seating at F&B (food & beverage) concessions. It should be a quiet environment, with an apron view, where passengers can relax, work or enjoy themselves. It should include facilities such as working positions with modem internet and power connections, TV sets, smoking areas, children's play areas and retail and food concessions.

Citation

Meeter Greeter Hall B1.3.14 P21

1.

2.

3.

4.

5.

6.

7.

8.

Meeting Point.

Toilets.

Currency Exchanges.

Food and Beverage (F&B) facilities.

Car Rental counters.

Hotel and Tourist information counters.

Bus and Rail information counters.

Clear signage to taxis, buses, rail station and car parks.

Citation

The key aspects of aircraft stand availability are: 1.

2.

Apron Layout

3.

4.

Increasing importance is placed by airlines upon terminal gate stands because they provide for more rapid and comfortable handling of passengers, avoid the need for buses, and enable faster turnarounds and shorter connection times.

Service roadways should be clearly marked, with the width of each lane able to accommodate the widest piece of ground equipment.

Areas such as equipment staging and parking must also be clearly marked.

B1.1.3.15 P22

5.

6.

7.

The number of stands provided for different types / sizes of aircraft.

The availability of these stands as influenced by occupancy times.

The flexibility of stands to handle different types / sizes of aircraft throughout the day.

The ease of aircraft circulation and manoeuvring, including push back.

Other important issues, relating to service standards, are: Which terminal(s) are served by the aircraft stands.

Whether the aircraft stands are terminal contact or remote.

Citation

Aircraft Servicing Installations B1.3.16 P22

The following is a list of fixed aircraft servicing installations: 1.

2.

3.

4.

5.

Hydrant fuelling system.

Electric power system (400 Hz).

Electric power system (50160 Hz).

Preconditioned air system.

Aircraft docking guidance system.

Citation

Location of Support Facilities B1.3.17 P23

Cargo terminals, flight kitchens, and aircraft maintenance facilities should be located close to the terminal apron area so that service vehicles will travel relatively short distances.

The location of support facilities must take into account future expansion plans of the airport as shown in the airport master plan.

Citation

1.

2.

A Passenger Viewpoint: "World-Class" AIRPORTS B1.4.2 P23

3.

4.

5.

6.

7.

8.

9.

10.

Easy access to / from the airport by road and rail.

Short walking distances from curbside to check-in and from check-in to aircraft gate, with no level changes. Similarly short walking distances from the aircraft to the baggage claim area and then from Customs to the curbside or the rail station.

Attractive architecture and landscaping to provide a pleasant, relaxing atmosphere.

Short queues at all check points such as check-in, security, passport control and boarding.

Good aircraft on-time departure performance.

Fast baggage delivery and ample baggage trolleys, Clear and concise signage.

Good variety of retailers.

Attractive CIP lounges conveniently located near the aircraft gate.

Good selection of moderately priced eating establishments.

Citation 1.

2.

3.

4.

5.

An Airline Viewpoint: 6.

"World-Class" AIRPORTS B1.4.3 P23

7.

8.

9.

10.

A master plan that optimises the location of key functions on the airport and allows for orderly expansion.

A runway layout that maximises runway capacity and allows adequate space for apron and terminal expansion.

A runway and taxiway layout that minimises aircraft taxiing distances.

An apron layout with energy efficient aircraft ground support equipment, sufficient and well-located staging areas for baggage, cargo and ground equipment with enough space for several ground handlers, and no cul de sacs (dead ends) that impede aircraft manoeuvring.

An attractive workplace for airline staff, but with a terminal that doesn't put architectural design ahead of an efficient airline operation and a terminal that provides sufficient and suitably located airline accommodation space including the needs of alliance airlines.

A passenger terminal building with an efficient outbound transfer baggage sortation system that also supports short MCTs (minimum connecting times).

A passenger terminal that allows 90% of passengers to use passenger boarding bridges, with aircraft parking on remote stands using buses to meet peak demand, and short walking distances for commuter aircraft.

Excellent airport shopping for airline passengers that doesn't interfere with passenger flows between the check-in area and the aircraft gate, and yet provides the airport with commercial revenues that help reduce airline user charges.

An airport with reasonable user charges.

An airport authority that can see the mutual benefits of working with the airlines in planning major facility changes.

Citation Stage 1.

Review of Governmental National Planning Strategy for ATC/Runways/Airport Infrastructure.

Stage 2.

Preparation of Initial Master Plan for Proposed International / Regional Airport.

NATIONAL PLANNING CONSIDERATIONS SECTION B2: THE PLANNING PROCESS B2.1 P37

Stage 3.

Review of Local Community's Sensitivities.

Stage 4.

Refinement of Master Plan.

Stage 5.

Planning Application.

Stage 6.

Planning Appeal (as necessary).

Stage 7.

Planning Decision.

Citation

●

Statement of airport development needs for the region.

REGIONAL PLANNING CONSIDERATIONS SECTION B2: THE PLANNING PROCESS B2.2 P38

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Regional business development needs.

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Regional social needs and impact statement.

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ATM regional plan and national overview.

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Rail and road infrastructure solutions to aid airport development plan.

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Regional airport development plan and study (concept options).

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Airport regional development plan objectives and option recommendations.

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Regional airport development funding options.

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List of contributors to the text.

Citation

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Airport development long term phased objectives.

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THE AIRPORT MASTER PLAN SECTION B2: THE PLANNING PROCESS B2.3 P38

Concept variations (normally 3 or more sub options developed).

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Social and environmental impact statement and recommendations.

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Runway development plan and recommendations.

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Cost plan restraint objectives.

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Construction programme constraints.

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Energy consumption targets.

Citation

LOCAL COMMUNITY ISSUES SECTION B2: THE PLANNING PROCESS B2.4 P39

The local community will be concerned with a variety of issues and will include groups in favor of and less than amenable to future airport development. It is important that the developer addresses and listens to the concerns and issues raised by the community.

The developer should endeavour to reduce uncertainty and misunderstanding by engendering regular and clear communication channels with local community groups. Often the local community can make valuable suggestions which, although simply a fine detail to the airport master planner, may be very important to the local community as a whole. Indeed, detailed suggestions can and often are put forward by community groups which might have little cost impact, but which can also dramatically improve living and working conditions in the area.

Citation

The following issues should be addressed via regular discussion with local community groups:

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LOCAL COMMUNITY ISSUES SECTION B2: THE PLANNING PROCESS B2.4 P39

Confirmation schedules

of

night

resulting

flight

movement

from

proposed

development plans. ●

Development of further runway plans.

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Development of terminal and infrastructure facilities.

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Noise reduction plans.

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Environmentally sensitive land issues.

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Construction period strategies to minimize disturbance,

Citation

MASTER PLAN RECOMMENDATIONS SECTION B2: THE PLANNING PROCESS B2.3 P38

When developing and producing airport master plans it is recommended that airport developers follow the philosophy and approach defined within clause B2.3 and that economic and local community issues are discussed and fully addressed,

MASTER PLAN CHAPTER C

Citation

Improving Operational Efficiency and Flexibility variations in the operational usage C1 .I .4 P44

Airport operators and airlines should in the first instance look at the extension of existing facilities rather than the construction of separate new facilities that may duplicate all or part of their current operations.

Citation

The main problem with existing airports concerns how to expand facilities that have run out of room to develop in their present locations. A common operational dilemma may arise in these circumstances whereby the airlines using an existing airport will usually want to continue to operate from that location, and yet this in turn may prevent the facility from

Existing Airports

sufficiently limiting its operations to allow for the required expansion and redevelopment. Airport operators in this case

SECTION C MASTER PLANNING C1.1.7 P45

tend to take the view that the existing operation should be expanded towards its limit, while in parallel a process is begun to develop a replacement facility.

The existing airport is then capable of possibly being redeveloped at a later stage for a different aviation market, or indeed sold off as general real estate once decommissioned.

PROBLEM

EXISTING AIRPORTS PHASING DESIGN

SOLUTION

meteorological conditions, and which satisfies the environmental requirements as closely as possible.

STEP 4

Citation

Align the proposed runway(s) to coincide with the prevailing wind

directions.

STEP 5

Determine and locate the number of aircraft stands required and the

stand type (remote or gate serviced) needed to meet the service standard.

STEP 6

Provide the correct configuration and quantity of taxiways,

ensuring that the runway(s) and stands are serviced adequately, with due consideration to the dynamics of the aircraft on the apron.

STEP 7

Size and position the ultimate terminal building(s), pier(s) and

control tower within the appropriate development zone(s) (refer to Figures C1-1 to C1-6 inclusive). The space requirement for the terminal building will

TEN STEP SEQUENCE

be heavily dependent on the processes required as defined within Chapter T, and the functional space requirements defined within Chapter F - Airport Capacity, Section F9 - Passenger Terminal Facilities, and Chapter U Airport Baggage Handling.

SECTION C MASTER PLANNING C1.2 P46

STEP 8

Align the ultimate terminal building and piers to service the

aircraft stands accordingly. Position fire services within the apron complex appropriately.

STEP 9

Size and position airport support processes such as (but not

limited to) rail, bus, coach and passenger car access and parking facilities.

See Chapter T for potential processes to be considered and included.

STEP 10 Position secondary Cargo and Separate Express Facilities Terminal and stands, aircraft maintenance hangars as required within the surplus development zone(s) (refer to Figures C1-1 to C1-6 inclusive).

Citation

All airports, regardless of their size, can no longer ignore their impact on surrounding communities, who unfortunately in some instances may have been allowed (by the lack of land-use controls) to encroach upon the airport's boundary. Sustainability now needs to be considered and a

LOCAL COMMUNITY ISSUES

greater emphasis needs to be placed on the airport as a junction for modal interchange.

A master plan is required so that all air-side, land-side and airport support facilities can develop, expand and improve the operational

SECTION C MASTER PLANNING C1.2 P46

flexibility and efficiency of their business in a structured, balanced and orderly fashion, without adversely impacting on the business of their neighbours on or adjacent to the airport. In so doing, the potential of the available land and the capacity of the airport's runway system can be maximized.

Citation

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Data Collection and Analysis SITE VISIT C1.4.1 STEP 2a P47-P48

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Utility Provisions - primary supplies, the position of end nodes and transition point of supply responsibility.

Retrieval Systems - sewage, surface water and effluent retrieval systems.

Adjacent primary and secondary surface access systems.

Location, size, capacity, condition and age of all air-side, land-side and airport support facilities.

Condition of runways, taxiways and aprons.

Meteorological conditions.

Geology and topography.

Obstacles and terrain.

Surrounding development & land use.

Citation

Surrounding Development & Land Use noise sensitive developments C1.4.3 STEP 2c P48

It is important to determine what use is currently being made of the surrounding land, what development plans are proposed and what zoning procedures have been set in place to ensure that incompatible developments are not permitted adjacent to the site.

Particular attention should be paid to noise sensitive developments, especially if these are located in close proximity to the airport and/or on the line of existing runways and their respective aircraft approach and departure paths. For further details please refer to Section C3 of this manual.

Citation

Site Selection Criteria C1.4.4 STEP 2d P48

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Financial considerations.

Adjacent airports, ATC, airspace and routes.

Environmental considerations.

Operational & technical considerations.

Social considerations.

Citation

1.

2.

3.

Methodology Site Selection Criteria C1.4.4 STEP 2d P48

4.

5.

6.

7.

8.

The size of site required to satisfy forecast demand.

Which site(s) fulfil the basic area requirement.

Data collection and analysis from each possible site.

Review of site selection criteria that affect airport location.

Operational relationships.

Preliminary land use layouts.

Evaluation of criteria.

Recommendation of which site(s) should be considered in the second stage evaluation process.

Citation 1.

2.

3.

Runway Configuration and Movement Capacity Assumptions 4.

AIRFIELD CONFIGURATION C1.5.8 STEP 3j P54

5.

Aircraft type and mix This influences aircraft spacing on final approach or departure where wake vortices occur, as well as runway occupancy time, where aircraft weight and stopping distances are important factors.

Runway design Includes the length available, access to taxiways for entry and exit from runways, the availability of high speed exits and entrances, etc.

Aerodrome design Considers the support infrastructure, including terminal design and access to gates, and taxiway design, which can influence the ability to get to or from a runway, or to change runways when weather or other conditions require. This factor also includes access to precision landing or departure guidance, runway and taxiway lighting, etc.

Engineered Runway Capacity This is the number of movements (landings and/or departures) that can be expected to occur on a particular runway, or set of runways, assuming that there are no physical or practical constraints to accessing the runway(s). This means that aircraft are able to vacate a runway at a stopping point, or roll directly onto a runway without stopping. It does, however, factor the predicted wake vortex spacing for a known or assumed traffic mix, and assumes known or assumed runway occupancy times for landing or departing aircraft. It is an ideal figure, and cannot generally be achieved or sustained.

Operational Runway Capacity This is the maximum number of movements that a runway can achieve and sustain in normal operating conditions. Note: "MvtsIHr" denotes Aircraft Movements Per Hour.

Citation

Runway Elements AIRFIELD CONFIGURATION C1.5.8 STEP 3j P57

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Intersecting Runways RUNWAY ELEMENTS C1.5.13 Definition P60

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Runway Length Requirements RUNWAYS C1.5.13 Definition P60

L

O

M JO

KE

N

T YA

T

NT AI

Citation T

ON S IL

W

Runway Length Requirements RUNWAYS C1.5.13 Definition P60

A

OR P IR

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RAPID EXIT TAXIWAYS ICAO International Civil Aviation Organization

Citation

LANDING AND TAKEOFF ICAO International Civil Aviation Organization

Citation

FLEET MIX FORECAST APRONS C1.5.13 Definition P68-P70

Citation

FLEET MIX FORECAST APRONS C1.5.13 Definition P68-P70

SOURCE: AVOLON DUBLIN, World Fleet Forecast 2014 – 2033

Citation

FLEET MIX FORECAST APRONS C1.5.13 Definition P68-P70

SOURCE: AVOLON DUBLIN, World Fleet Forecast 2014 – 2033

Citation

Domestic airline service

Image: Air Kenya Old Plane

Citation

Low cost carrier model

Images: Fly 540 Kenyan Low Cost Carrier

Citation

Industry Changes Due to Regular industry Changes, Local Airlines are not able to keep up and meet operation costs without overpricing their service. Possible solution to this problem is a good Service Hangar Complex to enable regular service onsite.

Aviation Issue Summary

FLEET MIX Wilson Airport Forecast

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Aberdair Aviation ○ EMBRAER EMB-120 ○ EMBRAER EMB-110 ‘BANDEIRANTE ○ AERO COMMANDER 690 ○ CESSNA C208B GRAND CARAVAN ○ Eurocopter AS350 B3 ○ Bell Helicopter 407 Aero-Pioneer Group LOGISTICS ○ Antonov AN26 ○ Fokker F27 ○ Fairchild Metro-III ○ Hawker Siddeley 748 ○ Arava 101B ○ Fokker 50 ○ Mil MI-8 MTV Acariza Aviation ○ Fokker 27-m500F AD Aviation Aircharters ○ Citation Bravo ○ Cessna 182 ○ Cessna 206 ○ Cessna 208B ○ Reims 406 Aeronav Air Services Airkenya Express ○ DeHavilland Twin Otter 300 - Dash 6 Capacity: 18 pax, in fleet:3 ○ DeHavilland Dash 7 Capacity: 50 pax. In fleet: 2 ○ DeHavilland Dash 8 Capacity 37, in fleet:1 ○ Cessna Caravan C 208 B Capacity: 11 pax, in fleet:4 ○ Eurocopter AS 350 B3 Helicopter, capacity 5 pax, in service 2 AirTraffic Africa AEROPLANES ALS - Aircraft Leasing Services ○ Embraer 145 ○ Embraer 135 ○ Bombardier (Dash 8-100) ○ Beechcraft 1900 ○ King Air B200 ○ Eurocopter AS350

Airlines Companies operating from Wilson Airport and aircrafts operated

Airlines and Aircraft Wilson Airport Operations

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Avro Express Blue Bird Aviation (Kenya) ○ Fokker 50s in fleet: 3 ○ Dash 8 Q100 in fleet: 4 ○ Dash 8 Q40O in fleet: 7 ○ Beechcraft 1900D: in fleet: 1 ○ Let 410s: in fleet: 3 ○ Beechraft Kingair B200 in fleet: 1 Capital Airlines (Kenya) ○ BEECHCRAFT SUPER KING AIR 200 DAC Aviation Freedom Airline Express ○ EMB-120ER Global Airlift ○ The HS748-2BF ○ The Cessna Caravan KASAS ○ DASSULT FALCON 10 ○ DORNIER 228 Tubania Aviation Group Knight Aviation LadyLori ○ AS350 B3 Eurocopter ○ EC130 B4 Eurocopter Phoenix Aviation (Kenya) EXEC ○ SOVEREIGN C680 ○ CESSNA EXCEL C550 ○ CESSNA BRAVO ○ BEECHCRAFT KING AIR 350 ○ BEECHCRAFT KING AIR 200 ○ AGUSTAWESTLAND AW119 HELICOPTERS ○ BELL 412 HELICOPTERS Queensway Air Services Reliance Air Charters Safarilink Aviation / Airlink (Kenya) ○ Cessna Caravan - in fleet: 9 ○ DeHavilland Dash 8 - in fleet: 1 ○ DeHavilland Dash 8 - (DHC-8-315) in fleet: 1 Safe Air (Kenya) Skyward International Aviation Transworld Safaris Trident Aviation

Airlines Companies operating from Wilson Airport and aircrafts operated

Airlines and Aircraft Wilson Airport Operations

FLEET MIX Wilson Airport Forecast

Citation

AERODROME REFERENCE CODE ICAO International Civil Aviation Organization

Citation

AERODROME REFERENCE CODE ICAO International Civil Aviation Organization

Citation

AERODROME REFERENCE CODE ICAO International Civil Aviation Organization

AIRCRAFT TYPE - WILSON AIRPORT

ROTOR CRAFT

PROPELLER AIRCRAFT

PRIVATE JETS

AIRCRAFT DENSITY - WILSON AIRPORT

ESTIMATES

15

150

30

ROTOR CRAFT

PROPELLER AIRCRAFT

PRIVATE JETS

AIRCRAFT AGE - WILSON AIRPORT

ROTOR CRAFT

PROPELLER AIRCRAFT

ESTIMATES

PRIVATE JETS

TOP 3 AIRLINES - WILSON AIRPORT

AIR KENYA LIMITED

SAFARILINK AVIATION LIMITED

ESTIMATES

PHOENIX AVIATION LIMITED & AIR AMBULANCE LIMITED

TOP AIRLINES ANALYSIS

FLEET SIZE

ROTOR CRAFT

PROPELLER AIRCRAFT

PRIVATE JETS

AIR KENYA LIMITED AIRKENYA EXPRESS Airkenya Management: General Manager: Capt Dino Bisleti Commercial Director: Anna Nzomo Engineering Manager: Allan Oliveria Chief of Finance: John Kiruhi PR & Communications Manager: Cheryl deSouza Wilson Airport P.O. Box 30357 Nairobi - 00100 Reservations Tel 254 20 391 6000 Admin Tel. 254 20 392 5000 Email: info@airkenya.com

Wilson Airport . DIANI - Airport Office . LAMU - Baraka House Office . MALINDI - Airport Office

FLEET SIZE

ROTOR CRAFT

PROPELLER AIRCRAFT

PRIVATE JETS

SAFARILINK AVIATION LIMITED

Safarilink Aviation , Phoenix House , Wilson Airport P.O Box 5616 - 00506 , Nairobi , Kenya Mobile :+254 0730 888 000 Contact Centre: +254 20 6690 000 Operations: +254 20 6690 100 Admin +254 20 6690 500 Email : res@flysafarilink.com

FLEET SIZE

ROTOR CRAFT

PROPELLER AIRCRAFT

PRIVATE JETS

PHOENIX AVIATION LIMITED & PHOENIX AIR AMBULANCE LIMITED

Office Numbers: +254 (20) 4945 540|541; +254 (20) 600 5836| 5837|4048 Office Fax: +254 (20) 600 40 49 24hrs Phone Line: +254 (0) 733 632 769 Email: flightops@phoenixaviation.co.ke

Citation

APRONS INTRODUCTION C1.5.13 Definition P68-P70

An apron is an airside area intended to support an aircraft as it loads and unloads passengers and cargo or awaits entry into an aircraft maintenance facility. It also serves as a platform from which all ground support vehicles, including refuelling, catering, baggage conveyors, toilet service, ground power units, cargo loaders and transfer platforms can operate from.

Citation

Apron Sizing APRONS C1.5.13 Definition P68-P70

The size and extent of aircraft aprons is dependent on the forecast fleet mix. Examination of the fleet mix by type of traffic (charter, domestic, international, etc.) will provide guidance as to the number and type of aircraft to be accommodated in the peak hour, their principal dimensions and the clearances required.

Gate occupancy times will also have to be factored in at this stage.

Flexible-parking configurations or Multiple Aircraft Ramp System (MARS) aircraft stands should be used, as outlined in Sections GI and L3. A degree of flexibility also needs to be built into the depth of the stand dimension to accommodate unforeseen expansion of the terminal/pier/satellite in later stages.

Citation 1.

2.

3.

4.

Apron Positioning 5.

APRONS C1.7.2 STEP 5b P68

6.

7.

Aprons should be located as close to the runways as possible in order that taxiing distances and the amount of time an aircraft spends on the ground is reduced to the absolute minimum.

The apron should allow for clearances and separation distances as indicated in ICAO Annex 14.

Aprons should provide maximum flexibility to accommodate varying aircraft types at differing times of the same day.

Aprons should be sized to allow for differing aircraft types on individual routes as a result of seasonal variations in demand that require increases or decreases in capacity.

Aprons should be planned such that the largest aircraft are positioned as close to the main passenger processing complex as possible.

Aprons should be laid out such that aircraft always have one route in and one separate route out, thereby reducing the need to stop and hold to allow aircraft to enter or exit parking positions.

Aprons should be capable of accommodating all associated ground equipment, aircraft servicing vehicles and forward staging areas for baggage and cargo.

Citation

Aircraft Stand Dimensions APRONS C1.7.5 STEP 5e P69

Citation

Taxiway Minimum Separation Distances APRONS C1.7.2 STEP 5b P68

Citation

Separation Distances Table APRONS C1.7.2 STEP 5b P68

Citation

Separation Distance Reference Diagram APRONS C1.8.1 STEP 6a P72

Citation

The scale of the required maintenance operation is dependent on several factors. These can include: 1.

AIRCRAFT MAINTENANCE APRONS C1 .I 2 STEP 10 P77

2.

3.

4.

5.

If the operation is restricted to a single carrier or open to others.

The availability of certified engineering staff.

Access to spare part holdings.

If the facility is to offer a one-stop service including engine test and paint spraying.

Fleet composition in busy hour, percentage assumed to be maintained, number of aircraft maintained per maintenance bay, annual utilisation rate, level of maintenance check performed (A, B, C or D).

Citation SOURCE: AVOLON DUBLIN, World Fleet Forecast 2014 – 2033

CARGO APRONS C1 .I 2 STEP 10 P78

Citation SOURCE: AVOLON DUBLIN, World Fleet Forecast 2014 – 2033

CARGO APRONS C1 .I 2 STEP 10 P78

1.

2.

3.

4.

Master Plan Deliverable The Master Plan Report C1.13.8 P84

5.

6.

7.

8.

9.

10.

11.

12.

13.

14.

Citation Definition of the strategic objectives for the region.

Executive summary.

Statement on how the master plan shall meet strategic objectives.

Financial Plan (development financing proposal & cost recovery and payback periods).

Environmental impact.

Economic impact.

ATC impact.

Qualifications of master planning team.

Explanation of how The Master Plan - Ten Step Sequence was observed.

Provision of master plan phasing diagrams to ultimate airport development (in 5 year increments).

Conclusions and recommendations statements.

Supporting forecasting/environmental/financial data.

Prospective Airline User statements.

Further Information.

Citation

A title block should show:

Master Plan Deliverable Main Title Block

1.

2.

3.

4.

Cl.13,1 P84

5.

Drawing Description.

Who was responsible for creating the plan.

Who prepared, checked and approved the plan.

The drawing reference number, the date drawn, scale and number of associated sheets.

Revision details including number, description, who revised, who approved change and date.

Citation

IATA RECOMMENDATIONS Cl.13,1 P86

Citation

SECTION C2: FORECASTING C2.1 P88

● ● ● ●

Short Term (2 1 Year I5 Year Projection).

Long Term (> 5 Years 5 30 Year Projection).

Annual (12 Month Projection).

Peak Period (Selected Months Within An Operational Year).

Citation

SECTION C2: FORECASTING

Air transport, passengers carried International Civil Aviation Organization, Civil Aviation Statistics of the World and ICAO staff estimate

Citation

SECTION C2: FORECASTING

Air Passenger Forecasts Global Report

INDIVIDUALISM Visitors to AFRICA 2016

Source: African Statistical Yearbook

IMAGE Ratio Of African To Non African Tourists

Source: African Statistical Yearbook

Supporting Airports in Kenya Community Engagement & Regenerative Model

Isiolo Gateway - Northern Kenyans Kisumu Gateway - Western Kenyans Wilson Gateway - Central Kenyans Malindi Gateway - Coastal Kenyans

Citation

TARGET Traffic Sectors SEGMENTATION Short Haul International.

Domestic.

Transborder.

C2.4 P88

IATA World Wide Survey KENYA The importance of air transport to Kenya SOURCE: OXFORD ECONOMICS

It creates jobs...

IATA World Wide Survey KENYA The importance of air transport to Kenya SOURCE: OXFORD ECONOMICS

Citation

Airlines, airport operators, airport on-site enterprises (restaurants and retail), aircraft manufacturers, and air navigation service providers employed 18,000 people in Kenya in 2014. In addition, by buying goods and services from local suppliers the sector supported another 130,000 jobs. On top of this, the sector is estimated to have supported a further 58,000 jobs by paying wages to its employees, some or all of which are subsequently spent on consumer goods and services. Foreign tourists arriving by air to Kenya, who spend their money in the local economy, are estimated to have supported an additional 410,000 jobs in 2014. ...and generates wealth The air transport industry is estimated to have supported a $1.5 billion gross value added contribution to GDP in Kenya in 2014. Spending by foreign tourists supported a further $1.7 billion gross value added contribution to the country’s GDP. This means that 5.1 percent of the country’s GDP is supported by the air transport sector and foreign tourists arriving by air.

Citation Jobs Created By The Aviation Industry Air Transport Sector And Foreign Tourists Arriving By Air 18,000 130,000

IATA World Wide Survey KENYA The importance of air transport to Kenya SOURCE: OXFORD ECONOMICS

58,000 410,000 616,000 jobs in 2014 Total population: 48.46 million (2016) 5.1 percent of the country’s GDP is supported by the air transport sector and foreign tourists arriving by air

Citation

IATA World Wide Survey KENYA The importance of air transport to Kenya SOURCE: OXFORD ECONOMICS

Citation

IATA World Wide Survey KENYA The importance of air transport to Kenya SOURCE: OXFORD ECONOMICS

The scale of investment, exports, and inbound spending in Kenya Air transport brings tourists and investment into Kenya, and helps businesses trade their goods and services around the world. In 2014, foreign tourists spent US $0.8 billion in Kenya, supporting restaurants, hotels, transport providers, and others who cater to tourists. In addition, Kenya exported US $10.4 billion worth of goods and services in 2014. Over time, the country has accumulated US $4.4 billion in foreign direct investment.

IATA World Wide Survey KENYA The importance of air transport to Kenya SOURCE: OXFORD ECONOMICS

Citation

Citation Survey evidence of infrastructure and ease of travel

IATA World Wide Survey KENYA The importance of air transport to Kenya SOURCE: OXFORD ECONOMICS

Executives surveyed by the World Economic Forum suggest that Kenya’s air transport infrastructure quality ranks 6th out of 37 countries included in the survey in Africa and 78th globally. Kenya ranks 10th out of 37 in Africa for visa openness and 31st for cost competitiveness.

Key infrastructure transport

facts

about

Kenyan

air

Around 130,000 aircraft land or take off from Kenya every year. The country has no airports that are in the top 100 in the world (ranked by passenger numbers).

Jomo Kenyatta Intl airport carried the most passengers - 5.8 million - in 2014.