• More than US$18 billion is being invested in African airport infrastructure as governments seek to strengthen regional connectivity, support AfCFTA trade and establish major aviation hubs across North, West and East Africa.
• Rwanda’s US$2 billion Bugesera Airport is central to its ambition to make Kigali a regional hub, with Qatar Airways providing significant investment and network access, although the partnership also raises concerns about foreign influence and economic sovereignty.
• Africa’s hub development is being constrained by fragmented air access, with only 38 of 54 states participating in SAATM and some still restricting traffic rights; greater open-skies adoption will be critical to turning new infrastructure into effective intra-African trade connectivity.

Africa is writing one of the most strategic chapters in its economic history. As the AfCFTA redraws trade routes between states, a critical link is emerging from the shadows: air infrastructure. With over US$18 billion injected into large-scale projects, the continent is not merely modernising its airports; it is constructing the physical and logistical corridors that will make it the next global crossroads of trade.

From the shores of the Mediterranean to the high plateaus of East Africa, these massive investments are driven by a clear vision: connecting people to facilitate the flow of goods, talent, and capital. From the runways of the giant Addis Ababa airport (100 million passengers) to the modernised terminals of Lagos and Casablanca, and including the new East African hubs of Nairobi, Kigali, and Dodoma, these US$18 billion investments physically link the five regions of the continent.

Bugesera-Kigali: Rwanda’s gamble on an “African Singapore” under Qatari influence
This sum of money will give new momentum to Africa, given that Rwanda has been able to invest US$2 billion in its Bugesera airport, with Qatar Airways as a 60 percent shareholder. This partnership raises questions about Africa’s future. Rwandan civil aviation expert Williams Kizito gives his perspective in favour of a strategic hub:

“Rwanda is not building an airport for prestige. The strategy is coherent and part of a long-term vision, that of making Kigali the Singapore of Africa.”

The alliance with Qatar Airways is not insignificant. The Qatari airline holds 60 percent of the project and is also set to acquire 49 percent of RwandAir. This partnership offers Rwanda access to Qatar Airways’ global network (over 65 destinations) and its operational expertise. For Doha, it is a way to « command the skies » in Africa and bypass airspace blockages.

Bugesera is both a strategic hub in the making and a political showcase, but these two dimensions are not mutually exclusive. The challenge is whether Rwanda will succeed in transforming this showcase into an economically viable hub. Further, he argues for concrete economic benefits:

The airport is the heart of an ‘Airport City’ spanning over 2,000 hectares, attracting private investment in hospitality, logistics, and special economic zones. Already, over 330 investment projects worth US$1.7 billion have been registered in the Bugesera district. Aviation already contributes US$160 million to Rwanda’s GDP and supports 42,000 jobs.

He defends another argument that fuels doubt about a simple “showcase”, pointing to an excessive dependence on Qatar:

“With 60 percent of the airport and soon 49 percent of RwandAir, Qatar is taking a dominant position. Rwanda risks losing part of its sovereignty over its own skies.”

As The Africa Report highlights, Qatar uses this position as a diplomatic and economic lever.

Dakar, West African hub: The AfCFTA as an accelerator for integration through the skies
Senegal is at the heart of progress in aviation in West Africa, with the government aiming to make Dakar a major air hub. The Director of ANACIM in Dakar, Diaga Basse, outlines the authority’s position:

Transforming Dakar into a regional and intercontinental air hub is a realistic ambition. It is based on modern infrastructure, foremost among which is the Blaise Diagne International Airport, a strategic geographical position between Africa, Europe, and the Americas, and the growth dynamics of air traffic in West Africa. This ambition engages the entire national civil aviation system, and ANACIM’s role is decisive.

ANACIM’s primary responsibility is to guarantee that traffic growth, the arrival of new operators, and the development of airport activities occur in strict compliance with safety and security standards. For a supervisory authority, being prepared is therefore not measured by infrastructure alone: it requires that surveillance capacity progresses at the same pace as traffic growth.

Returning to the AfCFTA’s decision to encourage free movement and Senegal’s positioning, he says:
The AfCFTA represents a tremendous opportunity to accelerate the continent’s economic integration, and air transport is one of its main drivers.

For trade, investment, and the mobility of people to develop, Africa needs a more open, more connected, and more efficient air network. Senegal fully adheres to this vision. Our country is also a party to the Single African Air Transport Market (SAATM), which translates the ambitions of the Yamoussoukro Decision and the AfCFTA into the aviation sector. Our goal is clear: to make Dakar a regional hub at the service of African integration.
Hub war or complementarity? Nairobi, Addis Ababa, and Kigali in the regional race

The Rwandan civil aviation expert rejects the possibility of a hub war in Africa between Kigali and Addis Ababa, Ethiopian Airlines’ historical hub. He states: Nairobi is Kigali’s true regional rival. With its US$2.9 billion expansion, Jomo Kenyatta aims to become East Africa’s hub for tourism, trade, and business. Kenya Airways is facing financial difficulties but remains a major airline. Kigali’s advantage, therefore, lies in its political stability, administrative efficiency, and total openness of its skies (SAATM), which make it a more attractive environment for foreign investors.

Open skies: Rwanda’s bold bet against SAATM recalcitrants
Later in his argument, the expert returns to the point, stating that: Bugesera can become a compelling model for SAATM, but it cannot single-handedly demonstrate the benefits of open skies. Rwanda is moving forward alone in a still fragmented skies. What Bugesera already proves is that Rwanda is implementing a comprehensive « open skies policy: air service agreements with 134 countries, visa waivers for all Africans, and active participation in SAATM. Bugesera Airport is designed to be the regional hub that embodies this vision.

What Bugesera cannot prove alone:
Of the 54 African states, only 38 have joined SAATM. And among them, some continue to refuse the necessary traffic rights to airlines.
Progress has been made (108 new intra-African routes, the share of fifth freedom flights increased from 14.5 percent to 23 percent), but the lack of commitment from many countries is hindering momentum.

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