This moment of biennial inspection of infrastructure projects and investment in new and existing airports concludes with a review of the Americas, Middle East and Africa. The Asia-Pacific and Europe regions were studied in the first Array.
While this activity has declined everywhere, investment in existing North American airports remains strong, at major gateways/hubs, while in the United States, at a declining point, it is supported by a law passed by the House and Congress since the COVID-19 pandemic.
Investment in new airports on the continent remains woefully low.
In Latin America and the Caribbean, there is a lot of activity focused on Brazil, whether for new or existing airports; Some of the new airport projects have dragged on and entered the “speculative” realm.
The Middle East demonstrates its preference for giant airport projects, which in themselves demonstrate its role as a global intercontinental hub. Two projects in the United Arab Emirates and Saudi Arabia cost more than $60 billion between them.
There are fewer plans for new airports in the region, as existing ones are in Iran and Iraq, but there will be more in Saudi Arabia.
Finally, in Africa, and as on the continent, there are many speculative plans for giant new terminals and airports, some of which may never come to fruition.
It’s been more than two years since CAPA published its most recent study on airport investment and structure, one of several such reports in the last decade.
At the time, many of the structure’s activities were suspended or canceled entirely amid the COVID-19 pandemic, and in some cases continued.
Since then, the world has had to deal with the invasion of Ukraine, and its effects on lines of origin, business and inflation far beyond that country’s borders. All this has contributed to the existing economic crisis.
So, while it will still take years for the full effect of the pandemic to be felt, in the short term it has reshaped the entire infrastructure sector in four ways: by intensifying the focus on operational resilience, the affordable nature of those infrastructures, the deployment of new technologies. Matrix and need for sustainability.
These are the reasons why infrastructure investment at new and existing airports has fallen almost in part since before the pandemic.
This is the part of a two-part report on where structure and investment in the airport sector is focused lately.
The first component included a finding that investment levels in airport projects globally have declined over the years, from $800 billion to $330 billion, as a review of the situation in Asia-Pacific and Europe.
The second component examines airport infrastructure in the Americas, the Middle East, and Africa, in the same format: infrastructure projects at existing airports, then structure of new or planned airports.
The “Americas” are divided here into two categories: North America, which refers to the United States, Canada, and Greenland; and Latin America, that is, South America and the Caribbean.
(Note, however, that Greenland is a geopolitical component of Europe; for those purposes, it is considered a component of North America. )
In total, North America has 109 projects at existing airports, with investments totaling $68. 4 billion, or an average of $627. 5 million.
That of the United States (98 projects), adding nine in Canada and two in Greenland.
The United States stands out for the scale of projects underway at its gateway airports to larger cities, which contrast sharply with the lack of investment in new airports.
Nine of the 10 most sensible existing airport developments ranked by investment price are in the United States, with the exception of Vancouver Airport in Canada (although Montreal’s Pierre Elliot Trudeau Airport ranks 11th, there are no other projects in Canada with a price of more than 225 dollars). million). ).
These 10 most sensible projects add up to a total of $55 billion.
A large amount of investment is flowing into airports through various infrastructure and sector relief legislation passed by the Biden presidency during and after the COVID-19 pandemic, and this will continue for several years.
The personal sector is also affected through public-personal partnerships (P3). The top 3 airports in New York/New Jersey benefited and two are shown in the table above, while the largest PPPs of the lot, in two separate projects at LaGuardia Airport. , have already been completed.
PPPs will continue to accumulate in the United States, and probably even more so due to a change of government in November 2024 (the previous administration was more susceptible to private sector participation in air transport infrastructure).
There is perhaps no clearer contrast than with plans for new airports in North America and, specifically, the United States.
It turns out that the prevailing philosophy remains that it is better to fix and fix existing infrastructure than to build new ones.
In a CAPA – Center for Aviation interview with retired FAA director Kevin Willis, he opined that the reluctance to build new airports in the United States can be attributed to several factors: opposition to the network, environmental impact, availability of land, load and time.
Added to these points is the reluctance of many elected officials in the public sector to interact in large-scale projects, which deserve to come with the personal sector, simply because the public sector lacks the monetary resources to finance them. reluctance that has been continually expressed when airport leases of other sizes have failed. There is also, of course, concern that such involvement of the personal sector will diminish their influence and power.
For example, the Aviation Center’s Airport Construction Database (ACD) has lately been reduced to just two examples of new airports in North America, either in the United States, one of which is lately under construction while the other remains in service. .
There is none in Canada, as CAPA – Center for Aviation has given up on building a new Toronto airport to the east, in Pickering.
There would possibly be more local examples, such as Airglades Airport in Florida, which will serve as a backup airport for Miami International for shipping operations and has been blocked by FAA regulations related to its prestige as a privatized advertising airport.
For example, Avon Park in central Florida has applied to the FAA for the lease of its airport through the Airport Investment Partnership Program (AIPP). Currently, Avon Park, a two-runway general aviation airport, may simply be a new advertising airport if it intends to accommodate regular or charter utilities, which is likely the case.
Additionally, organizations like AvPorts are converting general aviation airports into small regional advertising services and the same interpretation can be applied. This is highlighted in Marketing Small US Airports (Part One: P3 Agreement Meeting at Paine Field and New Haven; Part Two: Avports Adds to its Virginia Portfolio), a two-part CAPA – Center for Aviation report by November 2023.
But for now, only Chicago’s South Airport, another proposed shipping facility, carries the torch of advancing new airports across the continent. This is at least a step forward, as the Illinois Legislature passed a bill in the summer of 2023 requiring the Illinois Department of Transportation to initiate a prequalification procedure for a public-private partnership aimed at expanding the long-planned airport. The proposal was then approved in February 2024 through the Chicago Southland Chamber of Commerce as its “top priority in infrastructure” for 2024.
The Department of Transportation submits a tender for the project, scheduled for July 1, 2024.
Brazil is the center of attention in the LAC region, with 19 projects and two of the 3 largest, which are also the 3 that exceed $1 billion in capital expenditures.
In the LAC region, the total is 56 projects valued at $13 billion, an average of $232. 1 million, less than in North America.
Investments in the Latin American and Caribbean region necessarily involve the largest airports.
For example, the highest expenditure occurs at the Campinas Viracopos airport, located 115 km north of the largest city in Brazil and the continent, São Paulo. It is only the seventeenth busiest airport in the Latin American and Caribbean region in 2023. It is primarily a domestic airport that only hosts LCC services. However, the expansion of the site, which includes a second runway and a new shipping terminal, will continue until 2042.
Construction work at Rio de Janeiro’s Galeão airport is valued at $1. 4 billion, over a long period of time (in this case, until 2039), in what appears to be a planned attempt by the government to influence expansion patterns in that country. Galeão Airport is Rio’s busiest airport; This award is for the Santos Dumont Airport, which is entirely national.
Galeão is owned through the public operator Infraero; The other part is granted and Santos Dumont remains entirely under the responsibility of Infraero. The Galeão reconcession and Santos Dumont concession projects were suspended during the Lula government.
This table is also attractive with regard to the works completed at the Jorge Chávez airport in Lima – one of the most successful foreign corporations of co-owner Fraport – at the airport of Santiago de Chile, which is operated through the Franco-Italiano Nuevo consortium. Pudahuel (at the airport there will be a strong expansion of traffic until 2019), and Howard Hamilton Airport in the Turks and Caicos Islands, which will be remodeled as part of a $360 million public-private component that will not begin until 2028.
There are 15 new airports under construction or planned in the LAC region, worth $11. 4 billion, or $760 million on average.
By far the largest of these is the $3. 8 billion “New São Paulo International Airport” project, scheduled for completion in 2024. But that was in 2013, when then-Brazilian President Dilma Rousseff said she would would build a third personal foreign airport serving São Paulo. in Caieiras, 40 km north of the city.
It remains the site and will be on land majority-owned by Brazilian infrastructure company CCR, but the assignment may not be finished for eight to ten years.
Peru’s Chinchero Cusco Airport, a private-sector allocation that was replaced by a government allocation (although it could eventually be granted later), and the new Cartagena Airport, which when completed will give the Colombian city two airports.
There have been a number of announcements related basically to new terminals at the region’s top-tier airports, such as Sharjah and Kuwait in 2023, which has especially boosted overall structural activity in those countries.
However, the total number of known projects amounts to 11 for the region, with an investment of $73. 7 billion (the maximum in Dubai World Central and Jeddah King Abdulaziz airports) for an average of $6. 7 billion, which reflects the enormous amount of investment that is being made. at the main entrance doors of the region.
Excluding these two projects, the average investment falls to 1,200 million dollars; however, this is a significant amount in itself, as several airports will cease to be mere origin-and-destination services with some core traffic and will compete with the “big three” airports in Dubai, Doha and Abu Dhabi, none of which have primary projects at the moment.
The region is almost as reluctant to build entirely new airports – or perhaps it is a brown desert – as North America.
This can be explained in part by the proximity of existing airports in the Gulf region and the high number of aircraft movements around them (the airspace is limited and confusing due to the needs of the military), as well as by the fact that that most major cities already have a major airport to serve them and the demand for new airports to serve, for example, cheap airlines, is low.
Thus, the maximum registered activity (six new airports) is located in Iran and Iraq, where the population is distributed in a greater number of populated areas.
Dubai World Central is a “new airport” that did not evolve as originally planned for over a decade, however the previous announcement in 2024 that it will eventually be upgraded (in some other decade) now identifies it as an existing airport. which is why it is not indexed in the following table.
Of course, the scenario could change, specifically in Saudi Arabia, where gigantic urban developments such as NEOM and The Line will inevitably require services that go beyond what is offered lately.
There are 24 known infrastructure projects at existing airports in Africa, worth $2. 3 billion, or $96 million on average; well below average elsewhere.
Construction projects at existing airports in Africa tend to be smaller in scale than elsewhere. But even if the “outlook” for passenger numbers across the continent remains positive and expansion has been universally strong in the first part of 2024, it is also true that in 2023 the continent’s busiest airports only welcomed 25 million passengers. and some of the first are in the Canary Islands, which are Spanish (European) territory.
In fact, there is no African airport among the top 50 airports in the world in terms of passenger numbers in 2023, with a deficit of 15 million passengers.
So it’s not all that unexpected that one of the biggest projects right now is Cape Winelands Airport, a general aviation facility that wants to become an advertising facility to supply some festival to the existing Cape Winelands Airport, controlled through CASA. The city’s foreign airport, costing $372 million. This has been highlighted in the major expansion plans of Cape Winelands Airport, which seeks to compete with Cape Town International, according to a January 2024 CAPA – Aviation Centre report.
And the smallest of the 10 main projects, in Marrakech, Morocco, represents $85 million in investments.
The expansion of Dakar in Senegal has been sought for a long time, and only through the Senegalese.
Dakar is an access point to West Africa from North America and is home to many regional offices of Western corporations and organizations. It is also emerging as a generational center.
Lanseria Airport, between Johannesburg and Pretoria, is arguably South Africa’s most successful private airport, and its expansion plan includes an aspiring “airport city”, while a similar type of progression is underway at Oliver Tambo International-owned and controlled through ACSA. , which is the busiest time on the continent.
The other thing is when it comes to new airports.
There are almost as many new projects as existing projects; However, some of them are speculative, to say the least, such as the new Addis Ababa International Airport in Ethiopia, which appears to be on pause, as well as the new Khartoum airport. in Sudan.
The one that is not speculative is Bugesera Airport in Kigali, Rwanda. It is partly financed through Qatar Airways, which is building a joint air and airport base there and could also expand its interests in southern Africa. It has a kind of talisman for the entire continent. This was highlighted in Qatar Airways’ commitment to the expansion of aviation in Rwanda, as well as in southern Africa in general, in a report through CAPA – Center for Aviation published in May 2024.
Recent developments have also taken place at Lekki-Epe Airport in Nigeria, where it has been announced that the Lagos State Government intends to identify a sovereign wealth fund for strategic investments, adding the structure of Lekki-Epe International Airport.
Slowly but surely, Africa is beginning to attract foreign interest and investment; desperately wants to modernize its airports, make them more attractive to the indigenous population and to the growing number of visitors, who hope to “be as close as possible. “as imaginable to Western destinations.
But much more will be needed.
This moment of biennial inspection of infrastructure and investment projects at new and existing airports concludes with a review of the Americas, the Middle East and Africa. In the first Array, the Asia-Pacific and European regions were studied.
Although this activity has declined everywhere, investment in existing North American airports remains strong, at major gateways/hubs, while in the United States, at a declining point, it is supported by legislation passed by the House and Congress since the COVID-19 pandemic.
Investment in new airports on the continent remains woefully low.
In Latin America and the Caribbean, there is a lot of activity focused on Brazil, whether for new or existing airports, even if some of the new airport projects have been prolonged and have entered the “speculative” terrain.
The Middle East demonstrates its preference for giant airport projects, which in themselves demonstrate its role as a global intercontinental hub. Two projects in the United Arab Emirates and Saudi Arabia cost more than $60 billion between them.
There are fewer plans for new airports in the region, as existing ones are in Iran and Iraq, but there will be more in Saudi Arabia.
Finally, in Africa, and as on the continent, there are many speculative projects for new terminals and giant airports, some of which may never be realized.
It has been more than two years since CAPA (Center for Aviation) published its most recent Global Airport Construction and Investment Survey, one of many such reports in the decade.
At that time, many activities of the structure were suspended or canceled completely in the midst of the COVID-19 pandemic, in some cases they continued.
Since then, the world has had to deal with the invasion of Ukraine, and its effects on home lines, business, and inflation far beyond that country’s borders. All of this has contributed to the existing economic crisis.
So, while it will still be years before the full effect of the pandemic is felt, in the short term, it has reshaped the entire infrastructure sector in four ways: by broadening the focus on operational resilience, the affordability of that infrastructure, the deployment of new technologies, and the need for sustainability.
These are the reasons why infrastructure investment at new and existing airports has fallen almost in part since before the pandemic.
This is part of a two-part report on where the focus of structure and investment in the airport sector is lately.
The first component included a finding that investment levels in airport projects globally have declined over the years, from $800 billion to $330 billion, as a review of the situation in Asia-Pacific and Europe.
The second component examines airport infrastructure in the Americas, Middle East and Africa, in the same format: infrastructure projects at existing airports, then structure of new or planned airports.
The “Americas” are divided into two categories: North America, which refers to the United States, Canada, and Greenland; and Latin America, that is, South America and the Caribbean.
(Note, however, that Greenland is a geopolitical component of Europe; for those purposes, it is considered a component of North America. )
In total, North America has 109 projects at existing airports, with investments totaling $68. 4 billion, or an average of $627. 5 million.
The one in the United States (98 projects), adding nine in Canada and two in Greenland.
Existing and incomplete airport projects, North America
Source: CAPA – Aviation Airport Construction Center (ACD) database.
The United States stands out for the scale of projects underway at its gateway airports to larger cities, which contrast sharply with the lack of investment in new airports.
Nine of the 10 most sensible existing airport developments ranked by investment price are in the United States, with the exception of Vancouver Airport in Canada (although Montreal’s Pierre Elliot Trudeau Airport is ranked 11th, there are no other projects in Canada priced over $225). million)).
Top 10 Airport Projects in North America by Level of Investment
Source: CAPA – Aeronautical Airport Construction Centre (ACD) database.
These 10 most sensible projects total $55 billion.
A large amount of investment is flowing into airports through various infrastructure and sectoral relief legislation passed by the Biden presidency during and after the COVID-19 pandemic, and this will continue for several years.
The personal sector is also affected through public-personal partnerships (P3). The top 3 airports in New York/New Jersey benefited and two are shown in the table above, while the largest PPPs of the lot, in two separate projects at LaGuardia Airport. , have already been completed.
PPPs will continue to accumulate in the United States, and probably even more so due to a change of government in November 2024 (the previous administration was more susceptible to private sector participation in air transport infrastructure).
There is perhaps no clearer contrast than with plans for new airports in North America and, specifically, in the United States.
It turns out that the prevailing philosophy remains that it is better to fix and fix existing infrastructure than to build new ones.
In a CAPA – Center for Aviation interview with retired FAA director Kevin Willis, he opined that the reluctance to build new airports in the United States can be attributed to several factors: opposition to the network, environmental impact, land availability, load and time.
Added to these points is the reluctance of many public sector elected officials to engage on large-scale projects, which deserve to come with the personal sector, simply because the public sector lacks the monetary resources to finance them. a reluctance that has been continually expressed when leases of other sized airports have failed. There is also, of course, the concern that such personal sector involvement will diminish their influence and power.
For example, the Aviation Center’s Airport Construction Database (ACD) has been narrowed lately to just two examples of new airports in North America, either in the United States, one of which is lately under construction while that the other remains in service. .
There is none in Canada, as CAPA – Center for Aviation has given up on building a new Toronto airport to the east, in Pickering.
New airport projects in North America
Source: CAPA – Aviation Airport Construction Center (ACD) database.
There would possibly be more local examples, such as Airglades Airport in Florida, which will serve as a backup airport for Miami International for shipping operations and has been blocked by FAA regulations related to its prestige as a privatized advertising airport.
For example, Avon Park in central Florida has applied to the FAA to lease its airport under the Airport Investment Partnership Program (AIPP). Currently, Avon Park, a two-runway general aviation airport, can simply be a new advertising airport if it so chooses. to accommodate regular or charter utilities, as is most likely the case.
In addition, organizations like AvPorts are transforming general aviation airports into small regional advertising services and the same interpretation can be applied. This is highlighted in Marketing of United States Small Airports (Part One: P3 Bid Rally at Paine Field and New Haven; Part Two: Avports Adds to the Virginia Portfolio), a two-part CAPA – Aviation Center report from November 2023.
But for now, only South Chicago Airport, another proposed shipping facility, carries the torch for the progress of new airports across an entire continent. This is at least progress, as the Illinois legislature passed a bill in the summer of 2023 requiring the Illinois Airport Department of Transportation to begin a prequalification procedure for a public-private partnership to expand the planned airport. for a long time. The proposal was then approved in February 2024 through the Chicago Southland Chamber of Commerce as its “top infrastructure priority” for 2024.
The Department of Transportation submits a tender for the project, scheduled for July 1, 2024.
Brazil is the center of attention in the LAC region, with 19 projects and two of the 3 largest, which are also the 3 that exceed $1 billion in capital expenditures.
In the LAC region, the total is 56 projects valued at $13 billion, an average of $232. 1 million, less than in North America.
Existing Airport Projects, Latin America and the Caribbean
Source: Airport Construction Database (ACD) of CAPA.
Investments in the Latin American and Caribbean region necessarily involve the largest airports.
For example, the largest expenses go to the Viracopos airport in Campinas, located 115 kilometers north of São Paulo, the largest city in Brazil and on the continent. It is only the 17th busiest airport in the Latin America and Caribbean region in 2023. It is primarily a domestic airport that only hosts LCC services. However, the expansion of the site, which includes a second runway and a new shipping terminal, will continue until 2042.
Construction work at Rio de Janeiro’s Galeão airport is valued at $1. 4 billion, over a long period of time (in this case, until 2039), in what appears to be a planned attempt by the government to influence expansion patterns in that country. Galeão Airport is Rio’s busiest airport; This award is for the Santos Dumont Airport, which is entirely national.
Galeão is owned through the state operator Infraero; The other part was granted and Santos Dumont remained entirely under the responsibility of Infraero. The Galeão reconcession and Santos Dumont concession projects were suspended during the Lula government.
This table is also attractive with regard to the works completed at the Jorge Chávez airport in Lima – one of the most successful foreign corporations of co-owner Fraport – at the airport of Santiago de Chile, operated through the Franco-Italian consortium. Nuevo Pudahuel (at the airport there will be a strong expansion of traffic until 2019), and Howard Hamilton Airport in the Turks and Caicos Islands, which will be remodeled as part of a $360 million public-private partnership that will not begin until 2028.
Top 10 existing airport projects in Latin America and the Caribbean, by investment level
Source: CAPA – Aeronautical Airport Construction Center (ACD) database.
There are 15 new airports in structure or planned in the LAC region, worth $11. 4 billion, or $760 million on average.
By far the largest of these is the $3. 8 billion “New São Paulo International Airport” project, scheduled for completion in 2024. But that was in 2013, when then-Brazilian President Dilma Rousseff said she would would build a third personal foreign airport serving São Paulo. in Caieiras, 40 km north of the city.
That remains the site, and will be on land majority owned by Brazilian infrastructure company CCR, but the allotment may not be built for another 8 to 10 years.
Peru’s Chinchero Cusco Airport, a private-sector allocation that was replaced by a government allocation (although it could eventually be granted later), and the new Cartagena Airport, which when completed will give the Colombian city two airports.
New airport in Latin America and the Caribbean
Source: CAPA – Aviation Airport Construction Center (ACD) database.
There have been a number of announcements regarding basically new terminals at the region’s top-tier airports such as Sharjah and Kuwait in 2023, which has especially boosted overall structural activity in those countries.
Even so, the total number of known projects amounts to 11 for the region, with investment of USD73.7 billion – most of it the Dubai World Central and Jeddah King Abdulaziz airports – at an average of USD6.7 billion, which reflects the huge investment being made in the principal gateways in the region.
Source: CAPA – Aeronautical Airport Construction Center (ACD) database.
Excluding these two projects, the average investment falls to 1,200 million dollars; however, this is a significant amount in itself, as several airports will move from being mere origin-to-destination services with some core traffic to compete with the “big three” airports in Dubai, Doha and Abu Dhabi, none of which currently have primary projects.
The 10 main existing airport projects in the Middle East, according to the level of investment
Source: CAPA – Aeronautical Airport Construction Center (ACD) database.
The region is almost as reluctant to build entirely new airports – or perhaps it is a brown desert – as North America.
This can be partly explained by the proximity of the existing airports in the Gulf region and the large volume of aircraft movements around them (the airspace is limited and confusing due to the needs of the military), as well as by the fact that that most primary cities already have a giant airport serving them, and the demand for new airports to serve, for example, cheap airlines, is low.
Thus, the maximum of registered activity (six new airports) is in Iran and Iraq, where the population is distributed in a greater number of populated areas.
Dubai World Central is a “new airport” that did not evolve as originally planned for over a decade, however, the previous announcement in 2024 that it will eventually be upgraded (in some other decade) now identifies it as an existing airport. which is why it is not indexed in the following table.
Of course, the scenario would possibly change, especially in Saudi Arabia, where gigantic urban developments such as NEOM and The Line will inevitably require services that go beyond what is offered lately.
New airport in the Middle East
Source: CAPA – Aviation Airport Construction Center (ACD) database.
There are 24 known infrastructure projects at existing airports in Africa, worth $2. 3 billion, or $96 million on average; well below average elsewhere.
Construction projects at existing airports in Africa tend to be smaller scale than elsewhere. But even though the “outlook” for passenger numbers across the continent remains positive and expansion universally strong in the first part of 2024, it is also true that in 2023, the continent’s busiest airports served only 25 million passengers, and some of the first are in the Canary Islands, which are Spanish (European) territory.
New airport in Africa
Source: Airport Construction Database (ACD) of CAPA.
In fact, there is no African airport among the top 50 airports in the world in terms of passenger numbers in 2023, with a deficit of 15 million passengers.
It is therefore not so unexpected that one of the most important projects at the moment is that of Cape Winelands Airport: a general aviation facility that will become an advertising facility to supply festivals to the current Cape Winelands Airport, controlled through ACSA. foreign airport of the city, with a cost of $372 million. This has been highlighted in the major expansion plans of Cape Winelands Airport, which seeks to compete with Cape Town International, according to a January 2024 CAPA – Aviation Centre report.
And the smallest of the 10 largest projects, the one in Marrakech, Morocco, represents $85 million in investments.
Top 10 existing airport projects in Africa, by level of investment
Source: CAPA – Aviation Airport Construction Center (ACD) database.
The expansion of Dakar in Senegal has been sought for a long time, and only through the Senegalese.
Dakar is an access point to West Africa from North America and is home to many regional offices of Western corporations and organizations. It is also emerging as a generational center.
Lanseria Airport, between Johannesburg and Pretoria, is arguably South Africa’s most successful private airport, and its expansion plan includes an aspiring “airport city”, while a similar type of progression is underway at Oliver Tambo International-owned and controlled through ACSA. , which is the busiest time on the continent.
The other thing is when it comes to new airports.
There are almost as many new projects as there are existing projects; however, some of them are, to say the least, speculative, such as the new Addis Ababa International Airport in Ethiopia, which appears to be on pause, as well as the new Khartoum Airport. in Sudan.
New airport in Africa
Source: CAPA – Aviation Airport Construction Center (ACD) database.
The one that is not speculative is Bugesera Airport in Kigali, Rwanda. It is partly financed through Qatar Airways, which is building a joint air and airport base there and could also expand its interests in southern Africa. It has a kind of talisman for the entire continent. This was highlighted in Qatar Airways’ commitment to the expansion of aviation in Rwanda, as well as in southern Africa in general, in a report through CAPA – Center for Aviation published in May 2024.
Lately, there have also been developments at Lekki-Epe Airport in Nigeria, where it has just been announced that the Lagos State Government intends to create a sovereign wealth fund to invest in strategic projects, the Lekki-Epe International Airport structure.
Slowly but surely, Africa is beginning to attract foreign interest and investment that desperately wants to modernize its airports, make them more attractive to the indigenous population and to the growing number of visitors, who hope to be as close as possible. imaginable to Western destinations. Standards.
But more will be needed.