Call for governments to join next year

Africa's underdeveloped air connectivity formed a key theme at the 7th African GHI Conference in Nairobi.

Africa comprises 18.3% of the world’s population but only accounts for 2.1% of the global aviation market, with potential growth opportunities still ahead, delegates heard at the 7th African GHI Conference.

It is predicted Africa's passenger traffic will double by 2040, amounting to over 300 million passengers, providing the impetus for key stakeholders to implement the Single African Transport Market Agreement (SAATM) sooner rather than later and advance the liberalisation of the aviation market so it can finally become a reality of our time and enable the socio-economic uplift for millions of Africans.

For now though Africa’s connectivity remains worryingly slow with little progress made since the establishment of SAATM in 2018. Despite 37 member states signing up there are many more countries that need to follow suit.

As Max Gosney, GHI Conference Chairman, stated in his opening address: “Africa is still nowhere near connected enough. Out of 54 African countries, only the top seven have direct routes to 20 or more neighbours. The level of air traffic doesn't match the potential just yet, and although those countries have signed up to the single African sky, there still is another 20 that haven't, so there remains a lot of potential,” he said. To explain how Africa’s connectivity could be improved Gosney showed how direct flights from Accra to Cape Town which usually takes around 19 hours could be reduced to 7.5 hours under a single African airspace.

Joined on stage shortly afterwards, Kenya Airways CEO Allan Kilavuka, emphasised the high costs of operating in Africa due to inadequate infrastructure, which added 50% to operating costs. He advocated for increased investment in aviation to drive economic growth, suggesting data-informed decisions and sustainable practices like electrifying ground equipment and using alternative fuels.

But he warned the cost of using sustainable aviation fuels would ultimately be passed onto customers.

“The conundrum is, how do we shift from current fossil fuels to sustainable aviation fuels without any cost to customers? That is a big question that we have to answer at some point between now and 2050 when we intend to go Net Zero as an industry.” He asked why it was important for African airlines to increase flights and said: “It is obvious because civil aviation industry is the biggest catalyst for economic development anywhere in the world, particularly for Africa, and will help solve some of its immediate needs and will cause faster economic growth faster than any other industry.

“So what is needed in Africa is a change of mindset from our leaders to stop thinking of aviation as a luxury or an elitist kind of industry where all we can get from them is more taxes and therefore increasing costs, but actually intentionally invest in aviation so that it can give back to the economies by spurring economic development,” adding that it will have a knock-on effect to employment, tourism and trade, and increasing Africa’s overall contribution to GDP.

The dream of a single African sky

Sinaly Bagayoko, Senior Manager of Technical & Operations from African Airlines Association (AFRAA), spoke about how AFRAA covers around 85 African airlines with a vision for sustainable, interconnected, and affordable air transport in Africa. He shared that Africa currently has a population of 1.5 billion with almost 60% under the age of 25 and an annual GDP growth rate of 3.7%.

Bagayoko said the 37 member states which had now signed SAATM represented 78% of traffic and around 258 airlines, but more action was required, and made a number of recommendations to accelerate effective implementation of SAATM. “We need to work and sustain our growth by action. It’s really important the service provider, ground handler makes the journey easy for the passenger,” he said. He outlined the African Union 2063 commitments for African aviation including: 1) transforming the continent through infrastructure and energy to allow intra-African connectivity 2) witnessing the full liberalisation of air transport and full implementation of the Yamoussoukro decision through ratification and adoption of all related treaties and protocols, making the African aviation industry a positive force for regional integration, job creation and economic transformation and 3) promoting intra-regional connectivity between the capital cities of Africa by creating a single unified air transport market in Africa to promote the continent’s economic integration and growth agenda.

Big Debate

Gosney got straight to the point during the Big Debate and asked the panel what they think has to happen now to ensure we're not sitting here at next year’s GHI African Conference talking about ‘what ifs’ around Africa's growth potential and turning it into reality.

Maureen Kahonge, Senior Manager and Business Development and Communications, AFRAA, was the first to speak and explain the slow progress concerning SAATM. She said since between the Yamoussoukro Decision in 1999 and 2018 there has been little traction with SAATM. “One of the reasons that SAATM was not moving forward was we did not have the right regulatory structure, the instruments that were needed to make this a reality. Several of these were adopted: consumer regulation, competition rules, and the wider executing agents immediately empowered to have that in place. So from 2018 to 2024 there has been a lot of traction and some of these regulatory texts were finalised and adopted as late as 2022, so ladies and gentlemen, at the next GHI Africa, we’ll be looking at the number of member states probably being more than 37 so that we shall not be singing the same song, we shall not be talking about the same stories in a year's time.”

Arnold Omodho, Project Manager, Marketing, Tradewinds Aviation Services highlighted one of the issues in regards to the key decision-makers implementing SAATM is that they are not directly involved in the aviation industry. He also said there needs to be market analysis to show what routes are in service and ‘tap into that potential’. “Rather than just following and trying new routes, they should look at service routes to see what they can start to gain from that.” He concluded that there needs to be a strategic approach between all stakeholders. “So when we do approach and reach out and advocate to these other people that make the decisions, we have the chance to reach out to them as one voice.”

Cisse Abdoulaye, Head of Africa – MEAA, Menzies Aviation, told delegates that an element of pragmatism was needed and said that in the next five years the harsh reality was that we could still be talking about the implementation of SAATM. “I’ll tell you the reason why. If we leave that to the states it definitely won’t happen that’s a fact…everybody wants to have his tail of an aircraft but doesn’t have a clear vision about where they want to go.”

Dr Simon Peter Njoroge, Airport Operations, Kenya Airports Authority, agreed by saying: “First of all, I don't believe governments should be in the business of doing business, which is what they’re trying every single day with having a new airline.” He continued: “You will never achieve the economies of scale with everybody trying to set up their own airline. What’s the priority in Africa right now? Our priorities are secure food, right? You need food on the table for all these millions of people. You need healthcare services, you need safety and security. Now, which government is going to prioritise growing an airline over these basic needs? In my view, I am not sure that there’s something we can do now this minute to change the outcome.” He went on to explain that he believes that it was an evolutionary process, citing 24 years after the signing of the Yamoussoukro Declaration, to be replaced with another super regulation presents ‘an oxymoron there’.

“You cannot sign another agreement to implement another agreement. Let’s call a spade a spade,” he continued. “Aviation at this point is still very much an elite business, and we need to demystify to the local population through facts, for example, the growth of low cost carriers. Another example for me is the reduction or the elimination of charges taxes between countries.”

Touching on the trade opportunities which exist within Africa, Kahonge said: “In Tunisia, in Morocco, they don't know Kenyan tea, people don’t realise that it’s the best tea you have in Africa when you come to Kenya. We get chocolate from Brussels, but we have very good coco from the Ivory Coast and from Ghana. But why aren’t we amongst ourselves trading? Because these opportunities are compounding initiatives that will help to drive better intra-Africa connectivity and regional integration…. And then, just to add to my fellow panelists, you mentioned about an agreement being signed and in conflict with another agreement, the Single African Air Transport Market is a solid commitment. These states are making a solid commitment, so SAATM is not in conflict with another agreement.”

African aviation trailblazers

Cingashe Nogaya Mothale, Director, Colossal Aviapartner Aviation Services, then spoke about service improvements and innovations being rolled out on the ramp under a joint venture partnership between Colossal of South Africa and Belgium-based Aviapartner. Colossal Aviapartner (CAPAS) is one of two ground handlers in South Africa that hold a license to operate from Airports Company of South Africa Limited (ACSA).

Colossal Africa and Aviapartner bring extensive expertise in infrastructure development and aviation solutions. Together, we aim to improve operational efficiency, enhance customer experience, and expand across Africa. Our partnership focuses on innovation, quality, and sustainability to transform aviation on the continent. The introduction of hybrid GSE is transforming airport operations by shifting from fossil fuels to electric power, aligning with sustainability goals while boosting efficiency and performance. Speaking on the partnership Mothale said: “The posture is more than just a business deal. It’s a milestone for African aviation. Aviapartner’s CEO Richard Prince always says that the collaboration is testament to the commitment to be seen in Africa. What we’ve always known about the African continent is its potential. We don’t look at the negatives. We want to look at the positives of the African continent. Yes, of course, we know that we have to look at the entire value chain. We have to lobby other industries to come and get involved. We have to lobby governments. We have to start simplifying this industry so that other people can understand it better, this is the only way we can do it and work together.”

Cost-effective strategy towards electrification

Charles Wyley, Executive Vice President MEAA, Menzies Aviation, spoke to delegates towards the increasing recognition of the environmental impact of traditionally-diesel powered GSE, with significant progress being made across the continent in places such as South Africa, Kenya, Rwanda and Egypt. He mentioned about the many ‘stop gap solutions’ on the market that companies can deploy in operations to navigate the transition towards eGSE: hybrid solutions, conversions, alternative fuels, battery solutions, and even solar charging.

He cited an interesting example in the UK where councils in London have been charging electric cars from lamp posts.

“Why can’t airports do the same? There is enough lamp posts all around the airport where we could plug-in to that car that’s running,” said Wyley. He continued that next steps involve investment in R&D working closing with manufacturers to understand what can we do? How can do it? And touched on what affordable and accessible solutions are available as to not make it such ‘a barrier to entry’ like we now see with electric cars that are cheaper.

“So there are ways to do it, investment in the infrastructure, working with the airport authorities, so that there is charging infrastructure, there is possibly biodiesel plants, something that we as an airport community need to be all working together on. Let’s work together on that collaboration with energy providers and infrastructure development and then educating the stakeholders.”

At Menzies, there is 17% of eGSE globally, with 11% of eGSE in the MEAA region. “We’ve invested significantly on the transition to lower the emissions on ground support,” he added.

Dr Simon Peter Njoroge, Airport Operations, Kenya Airports Authority, shared the current percentage of green equipment at Jomo Kenyatta International Airport is very low at 1.7% with much room for improvement. However the quantity of electric tugs versus diesel tugs at the airport were split evenly.

He raised an interesting point in terms of electrical equipment that the airport doesn’t have enough electricians and there will have to be more young Kenyans that join the industry to support this new age.

“There’s just not enough electricians in the whole of Kenya who will be interested in actually working in an airport. It’s as simple as that, we’re not producing enough of them, and not many of them are actually used to working in an airport,” before adding the importance of partnerships for progress through PPPs whether that be in capital, technology or advocacy.

Bob Gurr, Country Manager South Africa – Proflight Zambia, spoke about the lack of charging facilities and said: “The infrastructure is the purview of the airport authority, so it’s very important that airports themselves assist the GSE to go electric.” He spoke about the importance of using space at airports to take advantage of Africa’s abundant sunshine and convert to using solar power, and quoted a regional airport in South Africa which was now completely off the grid, and added: “This is the way forward for Africa.”

Exhibitors

In total there were around 140 delegates in attendance at this year’s event including global GSE manufacturers exhibiting their latest solutions to handlers and airlines.

Eamonn Maguire, Commercial Director from Adapt GSE said it was his second GHI Africa event, saying: “I very much enjoyed it. This is my second in a row attendance at GHI Africa. I learned last year at Cape Town this was a very good conference. Over the past two days, I had 13 or 14 quality meetings, which is very much strengthening and building on what I did last year, and in Cape Town when it comes back next year.”

Dr Raghunandan Jagdish, Managing Director and CEO at Nandan GSE, added: “I think the African conference is a great place because Africa is a large continent. If you need to visit so many customers at various places, it will involve a lot of logistic travel, etc. but to get all of them together in one place is a good idea. Over the last two conferences I've been at, we've had great meetings and a great time meeting people, and we even had an experience where at the previous GHI Africa last year where we met a prospect, and then later on, we continued the conversation on email and phone, and finally, we got the order for an ambulift, and before this conference this year, we already delivered it.”

Looking ahead to Cape Town next year

Summing up the 7th GHI African Conference Gosney said: “African aviation leaders have spoken with one voice here in Nairobi of their desire to break down the barriers to a single African sky. GHI is determined to work with key stakeholders to bring that message to policy makers across the region. We invite all governments who genuinely want to harness aviation’s vast economic growth potential to join GHI Africa in Cape Town next year. It is time to walk the talk.”

The 8th African GHI Conference will be taking place at the Century City Conference Centre, Cape Town, on 23-24 September 2025.