UNITED REPUBLIC OF TANZANIA

MINISTRY OF TRANSPORT

TRANSPORT SECTOR SUPPORT PROJECT CIVIL AVIATION MASTER PLAN

FINAL REPORT VOLUME III APPENDIX UNITED REPUBLIC OF TANZANIA MINISTRY OF TRANSPORT

TANZANIA CIVIL AVIATION MASTER PLAN FINAL REPORT

VOLUME III AIRPORTS

APPENDIX Tanzania Civil Aviation Master Plan Volume III - Airports Appendix

TABLE OF CONTENTS

1.0 JULIUS NYERERE INTERNATIONAL AIRPORT...... 1 1.1 Airside ...... 1 1.2 Passenger Terminal Building...... 13 1.3 VIP Terminal...... 37 1.4 Cargo Facility ...... 38 1.5 Government Hangar...... 40 1.6 Police Air-Wing Facility...... 41 1.7 Support Facilities...... 42

2.0 ABEID AMANI KARUME INTERNATIONAL AIRPORT ...... 46 2.1 Airside ...... 46 2.2 Passenger Terminal Building...... 47 2.3 New Passenger Terminal ...... 57 2.4 VIP Terminal...... 58 2.5 Cargo Facility ...... 59 2.6 Zanzibar Airports Authority Headquarters...... 60 2.7 Support Facilities...... 61

3.0 KILIMANJARO INTERNATIONAL AIRPORT...... 65 3.1 Airside ...... 65 3.2 Passenger Terminal Building...... 68 3.3 Cargo Facility ...... 71 3.4 Support Facilities...... 72

4.0 MWANZA AIRPORT...... 75 4.1 Airside ...... 75 4.2 Passenger Terminal Building...... 80 4.3 Cargo Facility ...... 84 4.4 Support Facilities...... 84

5.0 ARUSHA AIRPORT ...... 87 5.1 Airside ...... 87 5.2 Passenger Terminal Building...... 90 5.3 Cargo Facility ...... 92 5.4 Support Facilities...... 92

6.0 MTWARA AIRPORT...... 95 6.1 Airside ...... 95 6.2 Passenger Terminal Building...... 99 6.3 Cargo Facility ...... 102 6.4 Support Facilities...... 102 Tanzania Civil Aviation Master Plan Volume III - Airports Appendix

7.0 SONGWE AIRPORT ...... 104 7.1 Airside ...... 104 7.2 Passenger Terminal Building...... 106 7.3 Cargo Facility ...... 107 7.4 Support Facilities...... 107

8.0 KIGOMA AIRPORT...... 110 8.1 Airside ...... 110 8.2 Passenger Terminal Building...... 112 8.3 Cargo Facility ...... 115 8.4 Support Facilities...... 115

9.0 LAKE MANYARA AIRPORT ...... 117 9.1 Airside ...... 117 9.2 Passenger Terminal Building...... 119 9.3 Cargo Facility ...... 120 9.4 Support Facilities...... 120

10.0 TANGA AIRPORT...... 122 10.1 Airside ...... 122 10.2 Passenger Terminal Building...... 125 10.3 Cargo Facility ...... 126 10.4 Support Facilities...... 126

11.0 MAFIA AIRPORT...... 128 11.1 Airside ...... 128 11.2 Passenger Terminal Building...... 130 11.3 Cargo Facility ...... 131 11.4 Support Facilities...... 133

12.0 BUKOBA AIRPORT...... 134 12.1 Airside ...... 134 12.2 Passenger Terminal Building...... 136 12.3 Cargo Facility ...... 138 12.4 Support Facilities...... 138 Tanzania Civil Aviation Master Plan Volume III - Airports Appendix

1.0 JULIUS NYERERE INTERNATIONAL AIRPORT

JNIA was originally developed in 1918 by the German government. However, it was not until the first terminal, Terminal 1, was constructed in 1954 that the facility was available for commercial operations. Terminal 2 was opened in 1984 and now serves the majority of passengers. As of the start of the CAMP project, there are 2 passenger terminals at JNIA. Construction of a new, third, terminal has been commenced that will serve as the new international terminal upon completion in 2016.

The airport site, which has an area of 625.5ha., is located to the South-West of the city of Dar es Salaam. It is bordered by the Julius Nyerere Road on the North-West side of the airport and the TAZARA Railway line on the South-East side of the site. The airport has a land holding of approximately 608 hectares with 2 paved runways.

1.1 Airside

Exhibit A1-1 shows the airfield from the approach end of Runway 05.

Exhibit A1-1 Approach End of Runway 05

1.1.1 Runways

The primary runway (Runway 05/23) consists of an asphalt pavement 3000m long and 45m wide with a 60m Stopway at either end of the runway. Runway 05 is equipped with Category 1 Precision Approach Lighting with a DVOR/DME and CAT 1 ILS with standard white edge lighting. The pavement strength is reported as a PCN of 63F/A/W/T. The Secondary

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runway (Runway 14/32) is 1000m long and 30m wide. The pavement strength for Runway 14/32 is reported as being a PCN of 15 F/B/Y/U with an asphalt surface and some concrete sections. This runway is used occasionally by small aircraft due to crosswinds. It is also used by military aircraft taxiing to the aprons operated by the Military. Pavement of both runways is in good condition exhibiting standard markings.

1.1.2 Taxiways

Runway 05/23 has 6 standard runway exit/entry taxiways. All taxiways intersect the runway at 90°. Along Runway 05/23 there is a single full-length parallel taxiway (Taxiway P).

Exhibit A1-2 Taxiway Z

1.1.3 Aprons

Terminal 1

The aircraft parking apron in front of Terminal 1 is primarily used by GA aircraft and Charter aircraft, parking. With the high levels of GA and Charter operations, this apron is highly congested. This issue is exacerbated as much of the apron to the South-West and West of Terminal 1 is used by Government Flight Services. When a foreign dignitary is visiting, the entire apron is used and therefore, all GA and charter aircraft must be parked elsewhere.

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Terminal 2

The Terminal 2 Apron is accessible via Taxiway D and E. The Apron accommodates 5 contact stands and 7 remote stands. The pavement surface condition is good composed of concrete hard stands with asphalt surrounding the hardstands and in front of the stands. Due to the arrangement of stands and position, there is considerable GSE parking space available along the building and adjacent to the supports for the airbridge fixed connectors.

Exhibit A1-3 Terminal 2 Apron

Cargo Area

The existing Cargo Apron is accessible via Taxiway S. With most cargo being imported or exported in the cargo holds of passenger aircraft, there is currently little need for a large cargo apron. Indeed, the Cargo Apron is not large enough to accommodate large dedicated freighter operations.

Access to the airside entrance to the Cargo building, both the standard entrance and the Chilled Cargo entrance is on the West side of the apron. This is also where Swissport store ULDs, and ULD dollies. As such, the area is very congested.

A new cargo centre is under construction to the North-West of the main Terminal 2 Apron, in between the VIP Terminal and the existing Swissport Cargo building. DHL and Swissport are in the process of constructing their new facilities in the new Cargo Area. An additional 5 lease areas are available for additional cargo facilities to be constructed

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Exhibit A1-4 ULD Storage at Cargo Apron

Exhibit A1-5 Congestion at Cargo Apron

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1.1.4 Grounds

Perimeter Fence

The perimeter fence needs to ensure that it is not possible for unauthorised individuals to access the airside of the airport. There are a few places where the perimeter fence is showing signs of age and needs repair.

Exhibit A1-6 Airport Perimeter Fence Condition

Exhibit A1-7 Airport Perimeter Fence Condition

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1.1.5 Hangar Area

There are 3 primary hangar areas at JNIA.

Hangar Area A

The primary tenant of this area is Tanzanian Air Services Ltd. (TAS). TAS operates a maintenance facility, domestic charter facility and domestic airline from their facilities on this apron. Many of the TAS facilities are old buildings which have been repaired and maintained to a reasonably high standard.

A Police Hangar is located next to the TAS facilities. This hangar is in poor condition and in need of repair. The apron condition is poor with significant pavement spalling.

Behind the Police hangar there are several low buildings that appear to serve a number of functions such as rest accommodations, stores and a canteen for the police.

Exhibit A1-8 Police Hangar

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Exhibit A1-9 Police Hangar Apron

Exhibit A1-10 Canteen Area behind Police Hangar

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Hangar Area B

Hangar Area B is composed of 3 large hangars, a few smaller hangars and a number of workshops and stores being operated by a number of different private companies. The newest hangar facility is owned by TAS and appears to have been constructed recently. Beside the new TAS hangar is the Everett Hangar. This hangar facility comprises an open hangar with a small building and a number of converted shipping containers for administration, workshops and stores. This facility is reasonably new and is in good condition.

Exhibit A1-11 Hangar Area B

The Police hangar facility on the apron is in poor condition. The hangar has been extended at some point with the ceiling of the old section too low to permit either the police aircraft or helicopters to enter the hangar. The new section, which is not large enough to permit the aircraft to enter this new section of the hangar, also has inadequate ceiling height. In addition, the police operations have more aircraft than can be accommodated in the hangar.

Coastal Aviation

Coastal Aviation operates a hangar on this apron. Workshops are located at the rear and along the side of the hangar and administrative facilities and stores have been accommodated in 3 converted shipping containers. The hangar is in reasonable condition as are the shipping containers. The apron in front of the hangar is in poor conditions with cracking and spalling of the pavement. The hangar is able to accommodate up to 2 Cessna Caravan aircraft as operated by Costal Aviation.

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Exhibit A1-12 Coastal Aviation Hangar

Air Tanzania Company Hangar

The largest of the hangars on this apron is operated by Air Tanzania Company Limited (ATCL) and was used for larger Boeing 767 and Boeing 737 sized aircraft at the time ATCL was operating these aircraft types. The ATCL is now considerably smaller and the large hangar space is not required. The ATCL hangar facility is an old barrel vaulted hangar with steel trusses on the inside of the vaulted roof. The steel is old and badly rusted in places.

Exhibit A1-13 Air Tanzania Company Limited Hangar

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Exhibit A1-14 Air Tanzania Company Limited Hangar

The apron condition in Hangar Area B is in poor condition as shown in the following photographs. Similarly, the drainage system is in poor condition with drains that need clearing and new covers installed.

Exhibit A1-15 Hangar B Area Apron

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Exhibit A1-16 Hangar B Area Apron Surface Condition

Exhibit A1-17 Hangar B Area Drain Cover

There is a considerable amount of old debris and old aircraft fuselages and parts left in piles around this apron.

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Exhibit A1-18 Hangar B Area Grounds

Exhibit A1-19 Hangar B Area Grounds

Hangar Area C

Currently there is only 1 hangar built in Hangar Area C. This hangar is operated by Precision Air and is a relatively new hangar building. A new hangar is being built beside the Precision Air hangar for helicopter

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operations. TAA intends to make this area available for construction of additional hangars extending towards the Military facilities.

Government Flight Facilities

The Government Flight operations are located to the North-West of Terminal 1. The Government Flight Services operate a number of aircraft used by the President and Prime Minister. They also provide ground handling services for foreign dignitaries visiting the Republic. The Government Flight Services administration building is in poor condition.

1.2 Passenger Terminal Building

1.2.1 Terminal 1

Terminal 1 at Julius Nyerere International Airport caters for domestic, regional and general aviation operations. It is located at the intersection of the main runway 05-23 and secondary runway 32-14 on the northern side of the airfield. The Passenger Terminal Building was constructed in 1954 and is approximately 5,500m2 spread over 3 floors with an air traffic control tower, now redundant, located on the roof. The building is rectangular in shape and runs in an east-west direction. The ground floor comprises space for passenger processing operations, airline offices and baggage handling areas. The first and second floors comprise space for ancillary functions including a restaurant, the Civil Aviation Training Centre’s offices, classrooms and simulator rooms, and a VIP lounge for transfer passengers.

Departures Procedure

The departures area of the terminal consists of a security screening checkpoint at the entrance to the building with 2 X-ray machines assessing all baggage and a single Archway Metal Detector (AMD) that assesses passengers. Passengers then proceed through a long corridor flanked by check-in offices for various regional airlines and then into the main departure lounge which contains additional check-in offices for other regional airlines and various concessions. Baggage is manually sorted at each airline office and loaded onto carts. Exhibits A1-20 and A1-21 show the check-in hall and departure lounge 1 respectively.

After passengers have checked-in to their flight, they wait in the main departure lounge or an adjacent air-conditioned departure lounge. Flights are manually called by airline staff and passengers assemble in a group before proceeding directly onto the apron from a single gate in each departure lounge. There are currently no passenger boarding bridges at the passenger terminal building so all operations are conducted in a remote stand format where passengers walk to/from the aircraft.

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Exhibit A1-20 Check-In Hall Area

Exhibit A1-21 Departure Lounge 1 Area

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Arrivals Procedure

Passengers enter the terminal building from a single entry point directly from the apron into the baggage claim area. The area consists of 2 benches where baggage is manually offloaded and a desk which acts as the customs control point. Upon collecting their baggage, passengers proceed past the customs control point, through doors directly onto the kerbside. It should be noted that passengers are not made to declare goods before exiting the terminal. Exhibit A1-22 shows the benches and customs desk in the baggage claim area.

Exhibit A1-22 Arrivals & Baggage Claim Area

Passenger Terminal Building – Condition

The passenger terminal building is constructed of a structural concrete frame and rendered masonry walls. The lower floors have a flat suspended concrete roof while the second floor has a gabled corrugated compressed fibre cement (CFC), or similar type, roof. Windows are mostly steel framed and comprise a mixture of fixed, casement and awning type openings that naturally ventilate the building. Cantilevered concrete awnings exist above many of the openings and reflect the era in which the building was designed. Some rooms have retrofit air-conditioning and the associated condensing units have been arbitrarily installed on external walls, roofs and awnings.

The building’s tight structural grid and low ceiling heights prevent the existence of large, open spaces. Progression through several redundant

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spaces, a lack of signage, and restricted sightlines inhibit way-finding and reduces comfort levels of passengers.

The building’s finishes are generally in average or poor condition and many floor and wall finishes are showing signs of severe wear and tear. The roofs are in poor condition (Exhibit A1-23) and some rooms exhibit signs of internal water damage (Exhibit A1-24). In some concrete elements, spalling is visible or paint finishes are blistering (Exhibit A1-25).

The requirements of modern passenger processing operations and passenger demands have outgrown the current building’s design. The passenger terminal building is currently operating near its capacity for passenger movements as outlined in Exhibit 3-2 in the text of Volume III. Using industry standard rule of thumb calculations, the size of the terminal will soon become insufficient to meet the forecasted peak hour demand. The design and construction of the existing terminal building provides minimal flexibility and therefore a limited ability to meet future passenger demands. There are plans to refurbish the building; however, these have not yet been implemented.

Exhibit A1-23 Poor Condition of Roof

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Exhibit A1-24 Water Damage to Internal Spaces

Exhibit A1-25 Spalling and Blistering

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Security Screening Checkpoint/Terminal Foyer (Ground Floor)

The security screening checkpoint is located in the small entry foyer of the building. The screening equipment consists of 1 small X-ray machine and 1 large X-ray machine with 1 AMD that is ‘wedged’ between the main entrance doors and an existing staircase (Exhibit A1-26). Subsequently, there is space for a queue of only 5-10 people inside the building and minimal circulation space after processing. After processing, there is minimal signage to direct passengers towards check-in offices and departure lounges.

The space has carpet on top of terrazzo concrete floors, a suspended ceiling tile system with a mix of surface mounted and recessed lighting, and wood panel wall linings. The carpet has considerable wear and tear; wall and ceiling finishes are aged but in reasonable condition.

Natural light and ventilation is provided by the open doorways but diminishes sharply after the security check-point. This has a negative impact on passenger comfort levels.

Exhibit A1-26 Security Screening Checkpoint

Check-in Hall (old) (Ground Floor)

The check-in hall is a long corridor with domestic, regional and charter airline offices flanking both sides (Exhibit A1-27). Located halfway down the corridor are check-in desks and a desk for passengers to fill out departure cards.These were un-attended and un-patronized at the time of the site visit.

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The space has a terrazzo concrete floor, suspended ceiling tile system with recessed lighting and wood panel linings to walls and columns. All finishes are aged but in reasonable condition. All lighting is artificial and minimal natural ventilation is provided through secondary openings from adjoining rooms. The space is narrow and appears obsolete. There were no staff in attendance and most offices were closed. Navigation through this space would be significantly compromised for a passenger unfamiliar with the terminal layout.

Exhibit A1-27 Check-in Hall

Departure Lounge 1 (Ground Floor)

The main departure lounge is a large rectangular space with various concessions, Coastal Aviation Airline office and customs office around the perimeter. Coastal Aviation Airlines check-in counter occupies a corner of the departure lounge and has high visual presence. Although the space is interrupted by two rows of columns, these help to delineate paths of travel and seating. The space is clean and uncluttered with an appropriate amount of seating available for scheduled operations and has direct access to the apron.

The space has terrazzo concrete floors, suspended ceiling tile system with recessed lighting, painted plaster wall lining and mosaic ceramic tiles to the concrete columns. All finishes are aged but in reasonable condition. There is a mixture of natural and artificial lighting with limited natural ventilation provided through the departure gate doors and de-humidifiers have been installed to increase comfort.

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Although minimal, the signage provided above the Coastal Aviation check-in desk states ‘All Destinations’ and ‘All Companies’ and is confusing to passengers that have already checked-in with a different company.

Departure Lounge 2 (Ground Floor)

This secondary departure lounge is a medium sized room adjacent to the main departure lounge. The space is filled with seating and adequately caters for scheduled operations. However, a lack of standing room creates a crowded feel to the room. Direct access to the apron is available from this room.

The room has terrazzo concrete floors, a flush plasterboard ceiling with a raised portion in the centre exposing the concrete slab above and painted plaster wall lining. Natural light and air-conditioning result in this room being popular with passengers. All departure information is provided on a manual signboard at the front of the room. Although the room is signed ‘departure lounge’ it is unclear whether this, or the other departure lounge, are the designated waiting areas for a particular flight or airline.

Arrivals Hall (Ground Floor)

The arrivals hall is a large L-shaped space with access to several rooms around the perimeter including a storage room, a VIP transit lounge and another unknown room. The hall is almost completely free of fixtures and furniture except for several immigration desks, a baggage platform and office desk used for customs. The room is entered directly from the apron and exits directly onto the kerbside.

The hall has terrazzo concrete floors, suspended ceiling tile system with recessed lighting and plaster wall & column linings. All finishes are aged but in reasonable condition. It is naturally ventilated and lighting is predominantly artificial. The space is cavernous and exceeds the requirements of scheduled flights.

Transfer VIP Lounge (First Floor)

The transfer VIP lounge is a large rectangular room located on the first floor and is accessed by a staircase immediately after entering the arrivals hall on the ground floor. The room is furnished with lounge chairs arranged in rows facing windows that overlook the apron. There is an unused bar area at the back of the lounge. At the time of the inspection there were no passengers in the lounge, and it is questionable whether this room provides a feasible increase to the level of service of the terminal.

The room has carpet floors, painted concrete ceiling with surface mounted lighting, plaster wall linings and ceramic mosaic tiles to the concrete columns. The carpets are showing signs of considerable wear and tear; however, all other finishes are aged but in reasonable condition. There is adequate natural lighting in addition to artificial lighting and the room was air-conditioned with additional air-movement provided by ceiling fans.

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Kerbside

The kerbside is accessible to public traffic via the main access road servicing Terminal 1. Concrete bollards and an additional kerb have been installed to increase the kerbside width for security purposes. Airline offices and other concessions are located within the terminal building but face outwards towards the open air kerbside area. Access to the second and third floor offices are provided by a stairwell which opens directly onto the kerbside area. A covered walkway structure provides protection from the weather.

The kerbside has concrete ground pavers and asphalt which is worn and has been patched sporadically resulting in an uneven surface which is difficult for wheeled baggage and baggage carts to access. (Exhibit A1-28). The steel walkway structure has a CFC roof on circular steel columns and is in poor condition.

The area is used by meeters and greeters, customers purchasing airline tickets and check-in, motorcycle parking and baggage handling staff undertaking operations, which results in the kerbside being the most utilized area of the terminal. The visual clutter created by parked vehicles, baggage storage, baggage handling equipment, signage and people reduce the level of service of the terminal. The fact that these functions are being conducted immediately outside of the building, while the interior of the building remains sparsely utilized, is evidence that the building is not adequate to perform the functions required by the current operations.

Exhibit A1-28 Concrete Bollards Kerbside

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Car Parking

The main parking area is located to the north of the terminal building and separated by two areas of soft landscaping. Despite a lack of line marking, vehicles are parked generally in rows commensurate with normal parking bays. The area provided considerably exceeds the current vehicle demand and most of the area is under-utilised.

The asphalt surface is considerably worn and degraded. The painted concrete kerbing is in reasonable condition and is surrounded by soft landscaping consisting of grass and mature shade trees. High bay lighting is provided in the centre of the car parking area. Boom gates and entry security is currently under construction.

Government VIP Lounge (Ground Floor)

The VIP lounge is located on the western end of the terminal and is accessed from the kerbside via a separate semi-enclosed forecourt. It consists of a large rectangular room that leads directly to the apron through glass doors at the opposite end of the room. The president’s lounge and associated rooms, amenities, kitchen and offices are accessed on both sides of the main lounge. All rooms are spacious and contain comfortable furnishings (Exhibit A1-29).

The main rooms have carpeted floors, polished timber ceiling boards with recessed lighting and painted plaster wall linings. Ducted air-conditioning is provided to all rooms and there is generally an even mix of artificial and natural light. Bathrooms have ceramic floor tiles and full height ceramic wall tiles with ceramic hand basins, urinals & pans. The kitchen has a ceramic tiled floor, stone bench tops and timber cupboards. All finishes to the internal rooms are generally in good condition. The forecourt has painted rendered walls, painted concrete ceiling and concrete paving and kerbing. Soft landscaping is provided (palms & stones) at the perimeter of the space. Exterior finishes are in reasonable condition except for the forecourt ceiling which is in poor condition and is exhibiting severe blistering of the paint finish.

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Exhibit A1-29 VIP Lounge Interior

Offices/Storage/Services (Ground Floor)

The offices accommodate various airside operations staff and additional spaces accommodate electrical generators both fixed and portable. The operational condition of the generators is unknown and some generators have been removed leaving the space vacant.

The rooms generally have an exposed concrete slab floor, painted concrete or masonry walls, concrete ceilings with paint finish and surface mounted lighting. Wall mounted air-conditioning is provided in some offices, the remaining are naturally ventilated. There are signs of severe wear and tear on parts of the external walls (Exhibit A1-30) and water damage to some internal ceilings (Exhibit A1-31).

Exhibit A1-30 Severe Wear & Tear

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Exhibit A1-31 Internal Water Damage

Offices (First Floor)

The offices on the first floor are used by the Civil Aviation Training Centre primarily for administration purposes. Public access is via a staircase accessed directly from the kerbside area.

Offices/Classrooms/Training Simulation Rooms (Second Floor)

The rooms on the second floor are used by the Civil Aviation Training Centre primarily for teaching and training purposes and some administration. Public access is via a staircase accessed directly from the kerbside area. Restricted access exists via the central staircase on the airside of the building through a locked security gate. Maintenance access to the various water tanks and services on the roof is provided through locked security gates.

The classrooms and simulator rooms have carpeted floors, suspended fibreboard ceiling system with surface mounted lighting, painted plaster wall lining and wall mounted air-conditioning. All have adequate natural light and operable windows provide natural ventilation if desired. The simulator rooms have an expressed steel roof truss system that protrudes below ceiling level (Exhibit A1-32). Finishes are generally in average condition, however, there is considerable water damage to some walls. Level changes to these rooms suggest they may be on a floating/false floor. The classroom in the centre of the floors is carpeted and has concrete ceiling with paint finish and surface mounted lighting with abundant natural light and is generally in good condition. Hallways and corridors have ceramic floor tiles, painted plaster walls and plasterboard ceilings with surface mounted lighting. Adequate natural light and ventilation is provided by operable windows. Finishes are aged and showing considerable signs of wear and tear. 24 Tanzania Civil Aviation Master Plan Volume III - Airports Appendix

Exhibit A1-32 Simulator Room

Control Tower (Third Floor)

The original control tower is located on the third floor and has been refurbished into a boardroom. Access is gained via a secure staircase from the second floor. The room has a linoleum floor, flush plasterboard ceiling with surface mounted lighting, 360 degree waist to ceiling windows on a painted plaster, or similar, dado wall. Wall mounted air-conditioning is provided.

Exhibit A1-33 Original Control Tower

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1.2.2 Terminal 2

Terminal 2 at Julius Nyerere International Airport caters for international and domestic aviation operations. It is located to the north of the main runway 05-23 on the northern side of the airfield. The Passenger Terminal Building is a monolithic concrete and glass structure constructed in 1984 and is approximately 16,750m² spread over 2 floors. The L-shaped building is positioned at approximately 45° to the main runway. The ground floor comprises space for passenger processing operations, airline offices, baggage handling areas and a large forecourt, while the first floor comprises passenger lounge space, commercial outlets and restaurants.

Departures Procedure

The departures procedure of Terminal 2 begins with a security screening checkpoint at the entrance to the building on the ground floor. Non-travelling persons are not allowed inside and well-wishing formalities take place outside under the large covered forecourt that dominates the landside portion of the building. Passengers and all their baggage are screened upon entry into the building which immediately becomes the check-in area. Passengers check-in and baggage is passed through to the baggage make- up area directly behind the counters where it is manually sorted and loaded into baggage crates.

Once the passengers have checked-in to their flights, international passengers proceed to an immigration room immediately adjacent the check-in area and domestic passengers proceed down a separate corridor and up a flight of stairs to the second floor. International passengers must first stop at the immigration counters before climbing a separate escalator or staircase to the second floor. Immediately after ascending their respective staircases passengers pass through security screening before entering their separate departure lounges. It should be noted that domestic and international passengers are physically separated on the second floor by 2.4m high glazed partitioning, but all under the same roof structure. International passengers have a range of concessions and restaurants before entering separate boarding gate hold-rooms as well as a VIP lounge located on the ground floor via a staircase. Domestic passengers have a limited range of concessions and restaurants within a single, shared boarding gate hold-room. Passenger boarding bridges are provided for most flights via a communal corridor connecting all of the hold-rooms. However, some operations are conducted in a remote stand format where passengers walk to/from the aircraft or are transported across the apron using buses.

Arrivals Procedure

International passengers enter the building on the first floor via passenger boarding bridges and a communal corridor to a single staircase which takes them down into the immigration arrivals hall. There is an area for passengers to fill out arrival cards followed by counters where a ‘visa on arrival’ must be purchased, if required, before proceeding to the immigration counters. After processing, passengers continue through to the baggage claim hall where baggage is collected from flat-bed baggage carousels. On

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collection of checked baggage, passengers pass through a row of customs booths and benches and exit the building into the large covered forecourt.

Domestic passengers may enter via the same passenger boarding bridges and communal corridor which also leads to a separate staircase down into the baggage claim area on the ground floor. The domestic baggage claim is separated from the international baggage claim by glazed partitioning. For remote stand operations, passengers walk directly into the baggage claim area from the apron. After checked baggage is collected passengers join up with international passengers and exit the building into the large covered forecourt.

Passenger Terminal Building – Condition

The passenger terminal building is constructed of a concrete frame with rendered masonry or glazed infill. The building is composed of 2 primary forms, a 2 storey L-shaped block, and a series of connected dendriform concrete columns that provide cover to the forecourt and departure lounges. The dendriform columns are the distinguishing feature of the building and link together to create the building’s main flat roofline. Generally, the building is dated and the main structure is exhibiting signs of wear and tear with areas of water damage evident on the underside of the main roof structure. Lightweight concession stands and offices have been installed within the forecourt, along with signage and advertising banners, and have created significant visual ‘clutter’, which not only decreases the overall aesthetics of the building, but decreases way-finding through this space.

Open plan areas beneath the dendriform roof are naturally lit by skylights during the daytime while up-lighting attached to the concrete columns provides a reflected artificial light at night. Generally, enclosed offices and spaces are air-conditioned; however, in some areas, although air conditioning vents were visible, it is uncertain whether they are operational. The open plan departure lounge area appeared to have mechanical ventilation in the form of a plenum system; however, it is uncertain whether this was operational, or effective for the size of the space.

Apart from the open plan departure lounge, ceilings are generally low and composed of a suspended ceiling tile system with surface mounted strip lighting and minimal natural lighting. The ceilings were aged but finishes were generally in average condition.

Services such as condensing units, electrical wiring and various conduits have been haphazardly retrofitted to the exterior of the building. This has given the building an ‘untidy’ appearance, but, in some cases, installation through claddings and flashings may jeopardize the function of that building component.

The passenger terminal building is currently operating above its capacity for passenger movements as outlined in Exhibit 3-2. Using industry standard rule of thumb calculations, the size of the terminal building is not sufficient to meet the current peak hour demand for the combined number of domestic and international passengers.

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Security Screening Checkpoint (Ground Floor)

The security screening checkpoint is located at the entry to the check-in hall. The queuing area is located outside the building under the covered forecourt and has fixed steel stanchions to facilitate queuing. The screening equipment is located immediately inside the entry doors and consists of 3 large X-ray machines and 2 AMDs. The space quickly becomes congested in peak periods which are exacerbated by passengers dealing with multiple baggage items.

The space has carpet over a terrazzo concrete floor, a suspended ceiling tile system with surface mounted lighting providing the only form of illumination. Air-conditioning is provided by evenly spaced cassette type systems. The carpet is considerably worn and the ceiling tiles are very dated; however, all other surfaces are in reasonable condition. The security screening checkpoint is shown in Exhibit A1-34.

Exhibit A1-34 Security Screening Checkpoint

Check-in Hall (Ground Floor)

The check-in hall contains 27 check-in counters with large, manual scales placed in front of each counter, facing back towards the operator. As they face away from the passenger they are often overlooked resulting in assistance by staff to facilitate the weighing of baggage which increases processing times. Staff manually take the baggage behind the counter where it is placed onto a short conveyor belts which transfer it a few metres to the baggage make-up area directly behind the check-in area. The scales take up a significant amount of area and inhibit circulation space in front of the counter. The manual handling of baggage also requires more circulation space behind the counters which robs the area of queuing space at peak periods.

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There is a mixture of linear and snake queuing facilitated by each airline’s own temporary stanchions. There are a few small well patronized concessions including the baggage wrap service which created some congestion in the rear corner of the space. Seating is provided at the rear of the hall but appeared to be insufficient for the number of waiting passengers. This could be a result of passengers not being able to check-in more than 2 hours before the scheduled departure time and exacerbated by the lack of other waiting areas such as restaurants and cafes after passing through security.

Finishes in the check-in hall are in the same condition as those described in the previous section as they form part of the same space. Exhibit A1-35 shows some of the check-in counters and queuing area.

Exhibit A1-35 Check-In Hall

Baggage Make-Up Area (Ground Floor)

The baggage make-up area is located directly behind the check-in hall. Baggage is fed through on one of the 4 short linear conveyor belts onto accumulation rollers and manually sorted and loaded onto the baggage containers (Exhibit A1-36). Containers are reversed into place on either side of the 4 rollers. The space contains various pieces of large mechanical equipment which reduce some of the useable area and electrical and hydraulic type services run overhead at ceiling height.

The area has a concrete floor with the ceiling being the underside of the concrete waffle floor slab above. Areas of the concrete slab are separating at the expansion joints, portions of the waffle slab ceiling exhibit possible

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mould growth and some of the service pipes at ceiling level are considerably degraded.

Exhibit A1-36 Baggage Make-up

Immigration Hall - Outbound (Ground Floor)

The immigration outbound is immediately adjacent the check-in area. There is an area for filling out departure cards before proceeding to a series of linear queues designated for separate processing of national and international passport holders by 10 immigration desks. After the desks passengers proceed up to the next level by staircase or escalator.

The hall has terrazzo concrete floors, suspended ceiling tile system with recessed lighting providing the only form of illumination. All finishes are in good condition and the space is tidy and uncluttered.

Security Screening Checkpoint (First Floor)

Although international and domestic passengers are separated at this point the two security checkpoints provided are similar in both layout and function. After proceeding up the staircase or escalator passengers immediately arrive at the security checkpoint. There are 2 small baggage X-rays and a single AMD for domestic and 2 AMDs for international passengers. In both areas the distance between the processing equipment and the top of the staircase was extremely short and allows for a queue of only 10 people before extending back down the staircase. There is a potential safety risk created if ascending passengers are prevented from dismounting at the top of the escalator by passengers at the back of the queue. This event was

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evident in a large group of passengers, shown in Exhibit A1-37, during a non-peak period which suggests the space is inadequate for peak-periods. There is however, a generous amount of circulation space immediately after the checkpoint suggesting that the solution is easily rectified.

Exhibit A1-37 Security Screening Queue

Departure Lounge (First Floor)

The departure lounge is a large open plan space beneath the dendriform columns containing various concessions and restaurants around the perimeter. Partitions constructed of 2.4m high fixed aluminium and glass separate the lounge into 5 separate spaces comprising the main departure lounge, 2 boarding gate hold-rooms for international passengers (Exhibit A1-38), a single boarding gate hold-room for all domestic passengers and a corridor that connects each space with the passenger bridges and aircraft. At the time of boarding and disembarkation, security staff stand within the corridor to direct passenger movement either towards the designated departure gate or towards staircases that lead down into the immigration arrivals hall or baggage claim area. Although international and domestic passengers are separated, the height of the partitions may provide opportunities for breaches of security. Similarly, the corridor connecting the spaces to the passenger boarding bridges may provide unauthorized access to separate areas if security personnel are not present.

Seating and circulation space is provided in all spaces, however, these were crowded even for scheduled operations. It is apparent that the size of the boarding gate lounges, and the seating provided, is insufficient to achieve a

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Level of Service ‘C’ for the largest scheduled aircraft servicing the terminal, that being an Emirates B777-300.

The space has a terrazzo concrete floor and the ceiling is the painted underside of the concrete dendriform roof structure. A full height glazed window system encloses the space on all sides and provides, along with skylights in the ceiling, abundant natural light and views across the apron. The rear of the space is also enclosed by numerous concession stands and restaurants with glazed shop-fronts which provide a variety of choices for international passengers. The finishes and fittings are generally in good condition although the ceiling is exhibiting signs of water damage. As mentioned previously the departure lounge appeared to have mechanical ventilation in the form of a plenum system. However, it is uncertain whether this was operational as the temperature conditions in this space were considerably higher than other areas with air-conditioning.

Exhibit A1-38 International Boarding Gate Hold-room

Immigration Hall - Inbound (Ground Floor)

Immigration inbound is accessed by a staircase coming down from the departure lounge corridor above. There is an area for filling out immigration cards before proceeding past a visa desk to one of the 13 counters provided. A ‘visa on arrival’ can be purchased by foreign nationals at the visa desk (Exhibit A1-39) before proceeding onto the immigration counters. The process is facilitated by a guard who takes the passenger’s cash payment to the visa desk on their behalf as the passenger is not allowed to approach the desk. Passengers who do not understand this procedure experience anxiety after handing over a cash payment without knowing the

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outcome. The anxious crowd that forms in front of the visa desk makes it difficult for documentation to be collected by the recipient and also creates a bottle neck for passengers who do not need a visa.

The hall has terrazzo concrete floors, a low, suspended ceiling tile system with surface mounted lighting providing the only form of illumination. All finishes are in good condition and the space is tidy and uncluttered except for numerous desks for filling out immigration cards. The space is air- conditioned but the low ceilings reduce the level of comfort, especially when filled with people.

Exhibit A1-39 Visa Desk

Baggage Claim - (Ground Floor)

The baggage claim area is entered immediately after the immigration inbound area for international passengers. For domestic passengers entry is via a separate staircase leading from the first floor or directly via the apron on the ground floor. The International baggage claim area has 2 flat-bed direct feed race track type baggage carousels while the domestic has only 1. Industry standard rules of thumb recommend a single baggage carousel (30- 40m) per narrow body aircraft, and a single, larger baggage carousel (60- 70m) or 2 shorter baggage carousels per wide body aircraft. Therefore the international baggage claim area can cater for a single wide body or 2 narrow body aircraft simultaneously. The current flight schedule has a peak hour that corresponds with this number of aircraft.

The two spaces are separated by a 2.4m high fixed aluminium and glass partition. When descending the stairs into the domestic baggage claim

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access is possible over the partition into the international baggage claim creating opportunities for breaches in security. The international baggage claim is easily crowded and a large proportion of passengers use baggage trolleys pushed up to the carousel, further reducing the available area for other passengers to collect their baggage. Oversized and excess baggage is placed in the corner and a lack of signage makes it difficult for passengers to locate their baggage.

The finishes are commensurate with those described in the immigration hall and the condition is the same except for some sagging in the suspended ceiling tile system above the customs desks located at the edge of the baggage claim area. Exhibit A1-40 shows one of the baggage carousels in the international baggage claim area.

Exhibit A1-40 International Baggage Claim

Baggage Break-Down - (Ground Floor)

Baggage is broken down manually onto the 3 flat-bed direct feed race track type baggage carousels that service both international and domestic baggage claim areas. A single large X-ray machine provides screening for baggage. The area has a drive through style layout with enough lateral space for an off-load and by-pass lane. There are various pieces of large mechanical equipment at both ends of the space which reduce the lineal loading area of the carousel and electrical and hydraulic type services run overhead at ceiling height.

The area has a concrete floor with a concrete waffle floor slab above. Some of the service pipes at ceiling level are significantly degraded and some are 34 Tanzania Civil Aviation Master Plan Volume III - Airports Appendix

exhibiting mould growth on the surface. There is one area on the ceiling that appears to have been subjected to fire or similar disturbance due to a large black stain on the painted surface.

Customs - (Ground Floor)

The customs area is located at the edge of the baggage claim area on the opposite side of the baggage carousels, although there is no physical separation between the two spaces. There are 6 customs desks and 2 small X-ray machines for passenger processing. There are no stanchions to facilitate orderly queuing and which may inhibit passenger movement during peak periods. Exhibit A1-41 shows the customs area.

Exhibit A1-41 Customs Area

Kerbside and Forecourt - (Ground Floor)

The forecourt is a large triangular shaped area at the front of building covered by dendriform columns and roof structure. It is bound on 2 sides by the terminal building and is open on its long axis towards the kerbside. It has multiple purposes including areas for well-wishers and meeters and greeters on opposite sides of the space. It also contains queuing space for passengers before entering the check-in area. There are numerous concession stands around the perimeter of the area as well as many free standing island type concessions in the centre. Concessions include airline ticketing offices, tour operators, hire & taxi car hire, currency exchange, communications company outlets, a pharmacy, souvenir shop and various other concessions. The area is heavily commercialised with building elements such as columns and stairs exhibiting corporate advertising in

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addition to traditional bill boards and banners. A staircase in the centre of the space provides public access to a restaurant on the first floor. The staircase once provided access to the rooftop viewing platform although this has been restricted and is no longer accessible by the public. There is a water feature beneath the staircase which is no longer operational.

The kerbside area has been closed to vehicular traffic due to security concerns and has been re-directed through the car park. There are lower awnings providing protection to the original vehicle kerbside and for the various concessions and their patrons. Covered walkways extend out from the building to provide shelter for people walking from the car park.

The forecourt has a concrete floor which is in reasonable condition. The main roof leaks in areas during rainy periods, and during severe weather conditions wind driven rain may penetrate further into the forecourt from the open sides. Natural lighting is provided by skylights in the roof and through the open sides. The concession stands are built of lightweight stud walls and glazing systems and most appear to have been retrofit installations. The lower awnings are freestanding steel structures placed between the concrete columns of the superstructure and leak heavily during rainy periods.

As mentioned previously the visual clutter in this space prevents efficient way-finding through this area and the advertising signage ‘camouflages’ official airport signage. Exhibit A1-42 shows the variety of concession stands and advertising signage in the open sided forecourt.

Exhibit A1-42 Forecourt

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Car Park

The car-parking area is located to the north of the terminal and is entered via a main access road that connects to Julius K. Nyerere Road. It contains areas for private vehicles and motorcycles, transfer buses and taxis. It is apparent during peak periods that the number of parking bays for private bays is insufficient with a considerable queues forming and double parking occurring.

The closure of the terminal kerbside has re-directed traffic through the car- park however pick-up, drop-off and bypass lanes have not been upgraded resulting in poor traffic flow. Awnings have not been provided to the new kerbside reduces levels of comfort for passengers. Exhibit A1-43 shows the new kerbside in the car parking area.

Exhibit A1-43 Terminal Car park

1.3 VIP Terminal

The VIP Terminal is a new building located to the west of Terminal 2. The single level, rectangular building is approximately 1,800m2 and runs in a north south direction. The terminal is used predominantly for presidential officials and visiting dignitaries although private lounges are also available for hire by private passengers and groups.

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Access to the VIP terminal is generally via vehicle from the Terminal 2 access road. However, security gates prevent entry to the terminal without authorization. Pedestrian access is only possible using the driveway.

The terminal’s large foyer contains a centralised security checkpoint, open plan lounge, check-in desk, and a café off to one side. The check-in desk has a departure and arrival gate on each side that lead into an immigration control room. Two corridors lead away from the foyer in each direction to form a central spine from which various lounges, a large boardroom and a gift shop are accessible. All rooms within the terminal are large and spacious with ceramic floor tiles, painted walls and high plasterboard ceilings with modern fixtures and fittings. The building is air-conditioned and has a generous mix of both artificial and natural lighting.

All operations are conducted in a remote stand format where passengers are escorted to the aircraft using chauffeured vehicles such as minivans. There is no apron immediately in front of the terminal but a short road provides access to the apron in front of Terminal 2. Exhibit A1-44 shows the airside exterior of the VIP terminal.

Exhibit A1-44 VIP Terminal 2

1.4 Cargo Facility

The Cargo Terminal is located between Terminal 1 and Terminal 2 and comprises a single level, rectangular warehouse with various extensions, and a 2 storey administration portion, with a total undercover area of approximately 10,000m2. 38 Tanzania Civil Aviation Master Plan Volume III - Airports Appendix

The main component of the cargo facility is a warehouse of concrete frame construction including the main roof beams and purlins. It has an un- insulated sheet metal roof and is divided into 4 separated gables with barrel- vaulted ridge skylights that allow a considerable amount of natural light to complement the internal industrial high bay lighting. There is evidence that cracks in the concrete columns have been patched and small chips of concrete, from an un-known source, were found on the floor. A portion of the warehouse has pallet racking up to 3 bays high. Other areas of the warehouse are sectioned off with secure steel gates depending on their storage purpose. This main portion of the warehouse is naturally ventilated by several courses of concrete ventilation blocks at the top of the external walls.

There is a 2 level concrete framed administration block on the western side of the main warehouse. A large concrete awning projects from the front of the building and provides protection from the elements for incoming and outgoing goods, as well as the large number of staff and people that wait in front of the building, presumably to collect incoming goods.

There is a large area of asphalt hardstand in front of the administration building with line-marking to facilitate traffic management for logistics vehicles. Operations on the hardstand are orderly and cater for a range of vehicles from motorcycles to larger trucks as shown in Exhibit A1-45.

Adjoining the southern side of the warehouse is a new lean-to structure that houses a large cold-room and an open area for loading and screening of the refrigerated cargo. The structure is made of lightweight steel trusses on circular columns and high concrete dado wall with steel bars and mesh to fully secure the external sides. The cool-room is constructed of insulated cold-room panel on a low height concrete dado wall.

Adjoining the eastern side of the warehouse is another new lean-to structure that is used to store larger, oversized objects. The construction is the same as that on the south side except for the floor which is asphalt, previously part of the exterior airside hardstand.

On the airside a hardstand area turns into the apron and cargo containers are placed here before being moved into the warehouse. The eastern expansion of the lean-to has encroached into the hardstand area reducing the distance between the building and the apron. It appears this area may become congested with several concurrent arrivals of large pieces of cargo. The extension has also narrowed access to the new cold storage are and congestion caused by parked cargo crates is evident.

An area of poor ground to the south of the cargo facility has prevented expansion in this direction. The perimeter security fence is in poor condition and creates an opportunity for breach in security.

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Exhibit A1-45 Cargo Terminal

1.5 Government Hangar

The government hangar is located on the western side of Terminal 1 and comprises approximately 3,000m2 of covered hangar space and 1,200m2 of ancillary space. The ancillary space flanks both sides of the hangar bay and consists of single level storage and 2 storey administration and offices. The original hangar bay has been extended in the past which is evident from the varying portal frame structures and associated roof profile.

The original hangar is constructed of steel truss portal frame sections while the extension uses steel beam portal frame sections. The portal frame sections are fixed to the adjacent ancillary structures that are constructed of concrete frame with masonry infill, or similar type, construction. Both parts have corrugated sheet metal roof and wall cladding.

The structural elements of the hangar bay are severely corroded and the corrugated sheet metal skin has degraded to an extent that it no longer provides weatherproofing to the space within. In some areas, corroded elements of the structure above are falling onto the aircraft housed below (Exhibit A1-46). The original hangar has sliding doors on the northern end which are severely corroded and are no longer operational. The ancillary structures show signs of severe wear and tear and external fixings are beginning to detach from the building.

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Exhibit A1-46 Structural Degradation of the Government Hangar

1.6 Police Air-Wing Facility

The police air-wing facility is located on the eastern side of Terminal 1 and comprises approximately 1,200m2 of hangar, workshop and administration spaces. The building is divided into 2 separate parts, the original hangar and an adjoining hangar built on the eastern side which extends out toward the apron. The original hanger bay is constructed of open web gabled roof trusses and the storage and maintenance rooms, that flank both sides, are of concrete framed construction. The end of the hangar bay is enclosed with horizontal sliding doors, that are permanently closed, and a corrugated CFC or similar type roof sheeting. The additional hangar is constructed with a rigid concrete portal frame that is permanently open on the apron side. Its roof is significantly higher than the original hangar and the superstructure provides for an even greater clear height. The southern end of the hangar houses a 2 level administration block. The hangar bays have limited wall mounted flood lights and lighting and ventilation are provided naturally, except for the administration block which is air-conditioned in some rooms.

The original hangar is in a state of severe degradation. The translucent roof sheeting has completely deteriorated leaving parts of the roof totally open to the elements. Elements of the steel frame exhibit considerable decay, with blistering being visible in most of the external walls near ground level. The additional hangar is in poor condition with an entire row of roof sheeting missing which has exposed the roof structure to potential degradation by the elements.

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In the original hangar, there is insufficient height to the underside of the roof trusses to accommodate the police wing’s current fleet of helicopters. They are subsequently parked under the additional structure and partially open to the elements. The original hangar is used for vehicle parking and maintenance equipment but is largely un-utilised. Exhibit A1-47 shows the additional hangar with the gable end of the original hangar behind.

Exhibit A1-47 Police Air-Wing Hangar Bay

1.7 Support Facilities

Other Airside Buildings

Near the Government Flight facilities, there are a number of buildings and old shipping containers. Many of these structures no longer serve their original purpose and are either abandoned or used as long term storage/disposal sites.

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Exhibit A1-48 Abandoned Buildings

Exhibit A1-49 Abandoned Buildings

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Fuel Facilities

Two fuel operators have storage facilities at JNIA. OilCom and Puma Energy. Each operates separate fuel storage facilities and provides refuelling services. The OilCom facility is located landside behind the TAS facilities. Puma Energy is the larger of the 2 facilities and is located airside behind the ATCL hangar. Puma Energy currently maintains 1.5 million litres of Jet A1 and 150,000 litres of 100LL aviation fuel. Current capacity is adequate for 4 to 5 days of fuel demand. At current demand increases, it is expected that an additional tank will be needed in 5 to 10 years. However, road congestion on the Julius Nyerere Road may necessitate adding additional storage sooner. Currently, fuel offloading is performed at night due to road congestion. The fuel terminal in Dar es Salaam has a capacity for 15million litres and therefore, the constraint is delivery from the fuel terminal to the storage facilities at the airport.

Landside Offices

Along the West side of the Terminal 1 car park, there are a number of offices for tour companies, flight operators, freight forwarding and logistics companies. These building are single story with retrofitted services. Once the new office developments near Terminal 3 are completed, it is expected that some of these will move to the new facilities. The charter operators and the Flight School will need to be located near to any future GA facilities.

The TAA offices are located on the East side of the Terminal 1 car park. Although in reasonable condition, future uses for the land may require TAA to relocate to better, higher profile facilities in the new Terminal 3 Business Centre.

Flight Catering

A flight catering facility is located on the East side of the Terminal 1 approach road. The land around the catering building is soft with poor drainage. This land has been of little value in the past for development of other additional facilities.

Police Accommodation

On the East side of the Terminal 1 approach road, there are a number of residential dwellings occupied by police staff. Police forces have historically housed staff on the airport lands.

Military Area

The Military occupy a large parcel of land in the North West portion of the airport, near the Runway 14 threshold. The Military have 3 hangars and a number of other buildings for administration, workshops, stores, classrooms, offices and other military functions. The Military base is an active unit of the armed forces with military jet operations taking place at the airport.

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Airport Rescue and Fire Fighting Services

The Fire Services building is located approximately mid way along Runway 05/23 in between taxiway P3 and D. The facility is large enough to accommodate 5 ARFFS vehicles. Currently the airport has 2 Kronenburg and 2 Naffco tenders. These vehicles have been procured through various loan programmes. As such there are ongoing issues with ensuring these vehicles are maintained with adequate spare parts to maintain fire category. The airport publishes Category 9 fire cover but has difficulty maintaining the vehicles so that adequate agents are on standby to maintain the published cover.

The Fire Watch tower is located on the top of the Fire Station. Visibility from the watch tower is restricted to some degree by the small windows and large areas of wall between windows. Further, the air conditioning system results in condensation forming on the windows, which severely limits visibility at the end of Runway 05 as shown in the photograph below, Exhibit A1-50.

Exhibit A1-50 Fire Watch Tower

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2.0 ABEID AMANI KARUME INTERNATIONAL AIRPORT

Abeid Amani Karume International Airport (AAKIA), is managed and operated by the Zanzibar Airports Authority (ZAA). The airport is situated on a constrained site of 240.7ha approximately 7km south of Zanzibar Town and acts as the international entrance and exit portal for the island and as the main connection to Dar es Salaam by air.

The ZAA are currently negotiating acquisition of land surrounding the airport, in addition to compensating and re-locating residents currently on airport land, to secure future expansion capabilities.

2.1 Airside

Exhibit A2-1 shows the airfield from the approach end of Runway 18.

Exhibit A2-1 AAKIA Airfield

2.1.1 Runways

The runway at AAKIA has a tarmac paved surface with an area of 3,022m x 45m. The pavement has a published PCN of 61/F/A/W/T which is able to accommodate Code E aircraft. The markings are in accordance with international standards and the lighting consists of approach, threshold, and edge lights. The runway is oriented in the 180°/360° direction.

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2.1.2 Taxiways

The taxiway system is composed of a parallel taxiway which starts at the approach end of Runway 36 and includes several access points from the runway to parallel taxiway and apron. These taxiways feed the main terminal building and the new terminal building currently being constructed. The paved width of these taxiways is 23m and the surface is stated to be tarmac in the AIP. The government hangar located on the northern side of the main aircraft apron is afforded access to the runway by another set of taxiways that are also 23m wide with a tarmac surface.

2.1.3 Aprons

The main apron situated directly in front of the terminal building is approximately 33,000m2 with a tarmac surface. The new apron in front of the new terminal building currently under constructed will be approximately 44,250m2.

2.2 Passenger Terminal Building

The passenger terminal building at Abeid Amani Karume International Airport caters for international, domestic, regional and general aviation operations. The building is a rectangular construction located to the west of runway 36-18 and is approximately 4,000m² spread over 2 floors with an air traffic control tower and administration block located adjacent to the terminal. The ground floor comprises space for passenger processing operations, airline offices and baggage handling areas with the much smaller first floor comprising of a restaurant and a VIP departure lounge. The building is concrete framed with a large lean-to structure having been constructed at the entrance to the building which has significantly increased the size of the terminal.

Departures Procedure

The departures area of the terminal consists of a large queuing area in front of a security screening checkpoint which checks passengers and all forms of baggage. Entry to the terminal is restricted to travelling passengers only and security guards check tickets and passports before allowing entry. After being processed by security, passengers proceed to the check-in which has 6 check-in counters. Baggage is manually transported to the baggage make- up area that is located some distance behind the check-in counters, through a swing door and down a short corridor. Passengers then proceed around the check-in counters to the immigration outbound counter. After being processed they walk through another security checkpoint and into the departure lounge. It should be noted that there are few concessions before the departure lounge and airline ticket offices are located on the outside of the building facing the kerbside. Exhibit A2-2 and A2-3 shows the queuing area/security checkpoint and departure lounge respectively.

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Exhibit A2-2 Queuing Area and Security Checkpoint

Exhibit A2-3 Departure Lounge

Flights are manually called by airline staff and passengers assemble in a group before proceeding directly onto the apron from a single departure gate. There are currently no passenger boarding bridges at the terminal 48 Tanzania Civil Aviation Master Plan Volume III - Airports Appendix

building so all operations are conducted in a remote stand format where passengers walk to/from the aircraft.

Arrivals Procedure

The arrivals area of the terminal has a single entry point directly from the apron into the immigration inbound area. There is an area for passengers to fill out arrival cards followed by counters where a ‘visa on arrival’ may be purchased, if required, before proceeding to one of the 8 immigration counters. After being processed, passengers continue through to the baggage claim hall where baggage is collected from a row of benches that are manually loaded by baggage handling staff. On collection of checked baggage, passengers pass through customs, although a lack of space separation and staff means that most passengers do not acknowledge its presence and continue straight through the doors out into the arrivals hall. Passengers congregate here for tour operators or proceed out of the building towards the kerbside and car park. Exhibit A2-4 shows the arrivals and baggage claim area.

Exhibit A2-4 Arrivals & Baggage Claim Area

Passenger Terminal Building – Condition

The passenger terminal building is constructed of a concrete structural frame, aluminium framed glazing and compressed fibre cement cladding on a frame. The ground floor has a flat concrete roof finished with ceramic floor tiles that is accessible to passengers visiting the restaurant on the first floor. A light weight lean-to structure, constructed of steel trusses on columns, is connected back to the original concrete frame. Unlike the roof to the original

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building, this structure has a raked sheet metal roof. Floors are all ceramic tile with the style varying depending on the area. Ceilings are generally a suspended tile system with recessed lighting; however, this is currently being removed in many areas to increase the ceiling height and create a ‘larger’ space. All spaces are naturally ventilated except for the restaurant and VIP lounge on the first floor and the departure lounge on the ground floor to a minimal extent. In most spaces there is a mixture of artificial and natural lighting.

The passenger terminal building is generally in poor condition. External finishes, such as the CFC cladding, are showing signs of severe wear and tear and a lack of general maintenance (Exhibit A2-5). There are signs of severe degradation of the structure with various areas exhibiting concrete spalling (Exhibit A2-6) and water damage (Exhibit A2-7). Internally, the ceilings are in poor condition with many of them damaged, sagging or removed, exposing services within the ceiling cavity. Many walls have been damaged by wear and tear and remain unrepaired. Many areas have had temporary structures erected as solutions to inadequacies in the terminal giving the building an untidy appearance and inhibiting way-finding. The lack of ventilation within many of the internal spaces significantly reduces levels of comfort within the terminal. Generally, the layout of the terminal is poor and inefficient which compromises certain processes in the building. Based on industry standard rule of thumb calculations (Exhibit 3-2 in the text of Volume III), the size of the terminal is not sufficient to meet the current peak hour demand for the combined number of domestic and international passengers and is therefore operating above its capacity.

Exhibit A2-5 Concrete Spalling in the Baggage Make-Up Area

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Exhibit A2-6 Poor Condition of CFC Cladding

Exhibit A2-7 Water damage in the ceiling of the departure lounge

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Security Screening Checkpoint & Check-in

Entry into the terminal is restricted to travelling passengers only and this is enforced by security staff who check tickets and passports. A large area accommodates queuing for the security checkpoint which contains 1 large X-ray machine for baggage screening and a single AMD for passenger screening. As there is only one X-ray machine, manual baggage searches are undertaken at times when it is not operational, which significantly increases processing times. After screening, passengers enter the check-in area which has a large queuing area and 6 check-in counters, each with its own manual scale. Baggage is then manually transported by hand or on trolleys to the baggage make up area. The area behind the check-in counters is not isolated from passengers and may provide opportunities for passengers to gain access to baggage after it has been checked-in, if left unattended by baggage staff.

The space has ceramic floor tiles and no ceiling. Cover is provided by a lean-to structure constructed of steel trusses on columns attached to the concrete frame of the original structure. The lean-to is enclosed on the external sides by free standing air-line ticket offices and a lightweight wall and glazing system. The system is not full height at the gable end, and the void provides an opportunity for breaches in security, not to mention entry by the natural elements. The space is naturally ventilated with no ceiling fans and climatic conditions can cause the space to become uncomfortable. Exhibit A2-8 shows the check-in area.

Exhibit A2-8 Check-In Area

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Immigration Outbound & Departure Lounge

The immigration outbound is arrived at after walking around the line of check-in counters towards a large booth. There is a queuing area in front although there is no physical delineation of space and no stanchions to facilitate queuing (Exhibit A2-9). It should be noted that this space is currently being upgraded with the addition of new amenities and reconfiguration of government offices to create a more efficient layout.

Immediately to the right of the immigration booth a door leads into the departure lounge where a large X-ray machine and a single AMD screen baggage and passengers. The departure lounge is a long and narrow space with various concessions around the perimeter including duty free, souvenirs and a café. Some concessions are enclosed and air-conditioned. There is an air-conditioned VIP lounge up a flight of stairs on the first floor for commercially important passengers.

The spaces have ceramic floor tiles and a suspended ceiling tile system with recessed lighting. In parts the ceiling has been removed to increase the volume of the space in order to increase comfort. The exposed concrete ceiling has revealed significant water damage in some areas. Seating in the departure lounge is tightly arranged and has narrow aisles that restrict circulation, particularly around the only boarding gate. The immigration hall is artificially lit and the lack of mechanical ventilation has a negative impact on comfort levels. The departure lounge has a mixture of artificial and natural lighting but the effectiveness of the air-conditioning is questionable.

Exhibit A2-9 Immigration Outbound

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Baggage Make-Up Area

The baggage make-up area is located between the departure lounge and the immigration inbound area in the centre of the building. It is accessed through a swing door between the check-in counters and the immigration counters and then down a short corridor. All baggage is manually transported to the space by airline staff on trolleys and manually sorted onto baggage crates. The space is extremely tight and baggage crates must be reversed in. A refrigerated storage unit has been installed at the entrance to the baggage make-up area restricting the baggage carts to a narrow access way into the main baggage make-up area leaving no bypassing room for other baggage carts as shown in Exhibit A2-10.

The space is concrete framed and significant degradation of the structure is evident from concrete spalling on the roof ventilation void to severe wear and tear on columns as a result of collisions by baggage carts. The space is naturally ventilated but with no mechanical ventilation to facilitate air-flow. Although the space has artificial lighting, it remains poor in most areas. The space is separated from the immigration inbound area by a full height partition wall; however, missing panels in the wall at ceiling height create a potential opportunity for breaches in security.

Exhibit A2-10 Baggage Make-Up

Immigration Inbound

The immigration inbound is accessed directly from the apron. A room containing desks allows passengers to fill out immigration cards. However the numbers of desks provided are insufficient and passengers are forced to use other counters to fill out their cards. The 8 immigration counters 54 Tanzania Civil Aviation Master Plan Volume III - Airports Appendix

provided are not separated into national and foreign passport holders and passengers line up before being processed. It should also be noted that there is no separation between domestic and international passengers.

The space has ceramic floor tiles and a suspended ceiling tile system with recessed lighting which complements the natural lighting. The space is naturally ventilated and is in good condition, except for the ceiling tile system which is sagging and poorly maintained.

Baggage Claim & Customs

The baggage claim area is located behind the immigration inbound counters and contains a line of benches where baggage is manually loaded by baggage staff. The benches reach their capacity quickly due to the time lag between passenger processing and collection of their baggage as shown in Exhibit A2-11. The area in front of the bench quickly becomes congested with passengers trying to collect their baggage. Adjacent to the baggage claim benches is the customs area which consists of a small X-ray machine and a bench; however, a lack of space delineation, signage and staff results in passengers bypassing this process and exiting the space into the arrivals hall. There are a number of currency exchange concessions at the back of the baggage reclaim area.

The space has similar finishes and conditions as the immigration inbound area is currently undergoing improvements. A transit lounge is being fitted- out in an adjacent room and an automated baggage belt is scheduled to be installed.

Exhibit A2-11 Baggage Reclaim Area

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Baggage Break-down

The baggage break-down area is a small area that allows drive through access for baggage carts but is limited by not having a bypass lane. The area has had a small temporary awning installed to improve the condition and capacity of the space although the nature of construction suggests it is a stop-gap measure. The location of the baggage breakdown area behind the current control tower requires baggage carts to travel a significant distance. The location immediately adjacent to the landside arrival area, separated only by a masonry wall provides potential opportunities for breaches in security. The hardstanding area is in a state of considerable wear and tear and level changes leading into the break down area may provide a hazard for vehicles and staff.

Arrivals Hall

The arrivals hall is arrived at after the baggage claim and customs area. The space is used as a congregation space for tour groups and other passengers organising transfers. There is a taxi stand in this space and several tour operators have their operation on the external side of the building.

The space is located under the same lean-to structure as described in the Security Screening Checkpoint & Check-in section and exhibits similar conditions. Exhibit A2-12 shows the arrivals hall.

Exhibit A2-12 Arrivals Hall

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Kerbside and Car parking

The kerbside area and associated car park is located on the western side of the passenger terminal building. The lanes closest to the terminal have been closed to vehicular traffic due to security concerns and the lean-to structure built over the original kerbside area has left the terminal building without a formal kerbside area. Traffic is therefore redirected to the car park and access to the terminal is therefore provided from this area.

There is a covered area with tiered seating between the car park and the passenger terminal building where meters and greeters wait for arriving passengers. Exhibit A2-13 shows the closed kerbside on the right and the redirected lane on the left.

Exhibit A2-13 Kerbside

2.3 New Passenger Terminal

A new passenger terminal is currently under construction to the south of the existing passenger terminal building. However, construction has been suspended due to elements of the terminal design not complying with various ICAO standards. Compliance issues are currently being resolved by a consultant separate to the building contractor. The terminal is expected to be approximately 25,000m² and process up to 1.2 million passengers per year.

Adjacent to the construction site is a workers compound comprising of various temporary and transportable structures and an open storage area for

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building materials and machinery. Exhibit A2-14 shows the in-completed passenger terminal.

Exhibit A2-14 New Passenger Terminal

2.4 VIP Terminal

The VIP Terminal adjoins the northern end of the existing terminal building and is a single storey structure approximately 300m2 in area. It is a concrete framed construction with masonry and glazed infill and has a flat concrete roof. The interior has ceramic floor tiles and a suspended ceiling tile system with recessed lighting. The interior is furnished with comfortable fixtures and fittings commensurate with the service it provides to commercially important customers. The structure, both internally and externally, is generally in good condition except for a few small panels that are attached to the main terminal building. Exhibit A2-15 shows the VIP Terminal from the apron.

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Exhibit A2-15 VIP Terminal

2.5 Cargo Facility

The cargo facility is located immediately to the north of the existing passenger terminal building and VIP terminal and is a single storey structure approximately 750m2 in area. It is a concrete framed construction with masonry infill and has a flat concrete roof. The structure is showing severe signs of degradation and exhibits areas of exposed reinforcement mesh in the concrete ceiling, concrete cracking and broken building elements.

There are a number of back-up generators located in shipping containers near the cargo facility although it is uncertain how many are operational. Exhibit A2-16 shows the cargo facility from the land side.

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Exhibit A2-16 Cargo Facility

2.6 Zanzibar Airports Authority Headquarters

The Zanzibar Airports Authority (ZAA) headquarters is located to the north- west of the passenger terminal building, only 145m from the western edge of the main runway. The headquarters comprises a main administration building and a number of security posts and outbuildings. The main building is a 3 storey structure approximately 1,350m2 in area and houses administration offices. It is a heritage listed building and any alterations, particularly demolition, must gain approval from the relevant Government authorities. It should be noted that this may compromise expansion of the airport facilities given its close proximity to the runway. Taxiway C is located directly in front of the main building. The building is in good condition although several out-buildings are in a state of serious degradation. Exhibit A2-17 shows the front of the main administration building from the land side.

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Exhibit A2-17 ZAA Main Administration Building

2.7 Support Facilities

Private Hangar

A private hangar and associated structures used by one of the regional airlines is located at the southern end of the runway on the western side of the airfield. Exhibit A2-18 shows a view of the hangar from the newly constructed taxiway.

ATC Control Tower

The control tower is connected to the southern end of the passenger terminal building. It is a concrete framed building with 2 storeys of administration on the podium levels. Exhibit A2-19 shows the tower from the apron.

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Exhibit A2-18 Private Hangar Complex

Exhibit A2-19 Air Traffic Control Tower

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Government Hangar

A Government Hangar is located to the north east of the passenger terminal building between the Fire Department and ZAA headquarters and comprises approximately 1,900m2 of covered hangar space. The hangar is well used and a portion is currently rented to Zanair for storage of light aircraft.

The hangar is built using gabled steel truss portal frame sections with a corrugated CFC roof and wall cladding. The wall cladding is in poor condition and seriously degraded close to ground level. Exhibit A2-20 shows a view of the hangar from the apron.

Exhibit A2-20 Government Hangar

Aircraft Fuelling

Aircraft fuelling is facilitated by a hydrant system on the apron and a fuel farm which is located on the north side of the apron between the cargo facility and the government hangar. Exhibit A2-21 shows the fuel farm from the apron.

Rescue and Fire Fighting Services

The ARFFS station is located on the north side of the apron adjacent to taxiway B which is at the northern end of the runway on the western side. The ARFFS is scheduled to be relocated to the east side of the runway to coincide with the completion of the new terminal. The ARFFS station is shown in Exhibit A2-22.

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Exhibit A2-21 Aircraft Fuel Farm

Exhibit A2-22 Airport Rescue and Fire Fighting Services

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3.0 KILIMANJARO INTERNATIONAL AIRPORT

Kilimanjaro International Airport (KIA) is a Code 4E airport which is managed and operated by the Kilimanjaro Airports Development Company (KADCO). The airport, which occupies a 479.1ha site is situated centrally between the cities of Arusha and Moshi just south of the Kilimanjaro National Park and acts as an international entry and exit portal for the northern corridor of Tanzania.

3.1 Airside

3.1.1 Runway

The runway at KIA is 3600m in length and 45m wide with an orientation of 90° and 270° respectively. The runway has an asphalt surface which is approximately 20 years old but still remains in relatively good condition apart from the minor cracks which are beginning to form and sections with large rubber deposits. Exhibit A3-1 shows a section of runway where rubber deposits are becoming quite severe and are in need of removal.

Exhibit A3-1 Runway Rubber Deposits

The following exhibit shows the declared distances for the runways at KIA.

Exhibit A3-2 Runway Declared Distances

Runway TORA TODA ASDA LDA Designator (m) (m) (m) (m) 09 3600 3660 3660 3600 27 3600 3660 3660 3600 65 Tanzania Civil Aviation Master Plan Volume III - Airports Appendix

The runway markings are in accordance with international standards and the lighting available for operations consists of approach lighting, threshold lighting, and edge lights.

3.1.2 Taxiways

The taxiway system at KIA consists of seven taxiways feeding three aprons from Runway 09/27. The surface of Taxiways Q, R, S, V, W, and Y are asphalt and have been in place since the opening of the airport almost 40 years ago. The pavement is not in good condition and there are large cracks with vegetation penetrating the surface.

Exhibit A3-3 Taxiway Conditions at KIA

Taxiway Z is the only concrete surfaced taxiway at the airport and it provides access to the maintenance facility from the Main Apron. The pavement surface is in good condition and is 23m wide with a declared PCN of 125.

3.1.3 Aprons

There are three aprons at KIA used for aircraft operations. All three have a specific use and purpose with varying limitations with respect to their operational capabilities. The Hangar Apron is approximately 12,500m2 and has a concrete surface which is in very good condition as the use of the apron is minimal. Markings are minimal, if any, and edge lighting does not exist nor does high mast lighting. Exhibit A3-4 shows the apron in front of the Maintenance Hangar.

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Exhibit A3-4 Hangar Apron

The General Aviation (GA) apron has an asphalt surface with large cracks forming at the lane joints. The apron is approximately 14,000m2 and has no visible markings and minimal lighting available other than 2 high mast lights situated at the north end of the apron. Exhibit A3-5 shows the GA Apron.

Exhibit A3-5 General Aviation Apron

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The Main Apron where the majority of commercial operations take place is situated directly in front of the passenger terminal building and has an asphalt surface with approximately 45,000m2 of aircraft parking space. The condition of the tarmac is poor with large cracks forming similar to those on the taxiways which feed the apron as well as the GA Apron. The markings on the apron are adequate and easily visible and the lighting consists of edge lights and high mast lights which surround the apron. Exhibit A3-6 shows the Main Apron at KIA during daily operations.

Exhibit A3-6 Main Apron

It should be noted that planning is underway for resurfacing and further expansion of the taxiway and apron system at KIA and are expected to commence the development project before the end of this calendar year.

3.2 Passenger Terminal Building

There are currently no passenger boarding bridges at the passenger terminal building nor are there plans to develop any so all operations are conducted in a remote stand format where passengers are either transported to/from the aircraft or walk to/from the aircraft.

Departures

The passenger terminal building at KIA is situated on the northern section of the airfield and is approximately 5,500m2. The majority of passenger processing operations occur on the ground floor but the east section of the terminal has an upper level which is currently utilised for a Commercially Important Passengers (CIP) lounge and an unused catering kitchen. Plans to further develop the upper level are ongoing and expansion is expected to

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conclude by the end of the calendar year when the area will be used for supplementary passenger lounge space and additional commercial outlets.

The departures area of the terminal consists of 16 full service check-in counters which feed the baggage make-up area with a single conveyor belt directly behind the counters. The baggage is then sent through a screening machine and on to the make-up area where it is manually sorted and loaded in the baggage carts. Exhibit A3-7 shows the check-in area.

Exhibit A3-7 Departures Check-In Area

Once the passengers have checked in to their respective flights they proceed to the holding area. International passengers must first stop at the immigration counters before entering this area. It should be noted that both international and domestic passengers are held in the same area before the flights are called to enter the open air departure lounges.

Commercial outlets in the holding area range from souvenir shops to food and beverage outlets and provide a large variety of choice for the passengers.

The international and domestic passengers have separate departure lounges and are required to pass through security before entering. When entering the departure lounges there are security screening positions where X-ray Machines and Archway Metal Detectors (AMD) assess hand baggage and passengers. Long queues can form in this area as limited space is available for the process and entire flights are called at once as opposed to allowing passengers to enter the assigned departure gates as they arrive.

The departures area consists of 4 international and 2 domestic gates which are fully air conditioned with an appropriate amount of seating available for scheduled operations.

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Arrivals

The arrivals area of the passenger terminal building has separate entry points for domestic and international passengers. International passengers pass through an immigrations checkpoint where Visa’s are available upon entry depending on the passenger’s country of origin. Exhibit A3-8 shows the International Arrivals Hall and the immigration processing point.

Exhibit A3-8 Arrivals Immigration Processing Point

The baggage reclaim area consists of 2 carousels and a customs search point. Both carousels are required to accommodate the baggage volumes when wide-body aircraft arrive. Exhibit A3-9 shows the reclaim area.

Exhibit A3-9 Baggage Reclaim Area

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3.3 Cargo Facility

KIA does not have an exclusive cargo carrier operating at the facility at this time; however, there are ongoing discussions as to the demand of such an operator. The airport currently has two cargo warehouses located on the airfield and are operated by Swissport. The two warehouses are located on the north side of the airfield with the one mainly used for general cargo shipments and the other is a cold storage facility where perishable goods are housed. Exhibit A3-10 and A3-11 displays the two cargo warehouses.

Exhibit A3-10 General Cargo Warehouse

Exhibit A3-11 Cold Storage Warehouse

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Currently there is no apron designated for cargo operations but plans to incorporate such an area are included in the taxiway and apron development project scheduled for completion by 2020.

3.4 Support Facilities

Maintenance Facility

The maintenance facility is locate in the northwest of the airfield and is approximately 5,500m2. The building is in good condition and is currently under utilized by the current tenant who has a 10 year concession agreement expiring in 2016. Exhibit A3-12 shows a view of the hangar and surrounding area from the west end of the runway.

Airline and Airport Offices

A two storey building adjacent to the passenger terminal building contains all of the airline offices on the ground floor and the airport staff on the upper level. The crew briefing and Met office is located in the same building but airside on the ground floor.

VIP Terminal

The VIP Terminal is located between the Maintenance Hangar and the passenger terminal building on the north side of the airfield. The facility is used to accommodate visiting delegates and private charters with high status. The building has a lounge area which can accommodate approximately 20+ passengers and includes full bathroom and shower amenities as well as a kitchen for all of the catering needs. Exhibit A3-13 shows a view of the terminal from the apron side of the airport grounds.

Exhibit A3-12 Maintenance Hangar at KIA

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Exhibit A3-13 VIP Terminal at KIA

Control Tower The control tower is situated to the east of the passenger terminal building with an unobstructed view of the airfield. The tower houses the TCAA offices and provides ATC services. The ATC tower also houses the KADCO management team in the lower levels of the structure. The tower is shown in Exhibit A3-14.

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Exhibit A3-14 KIA Control Tower

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4.0 MWANZA AIRPORT

Mwanza Airport is located on a 516.6ha site in the north western corner of Tanzania along the eastern shores of Lake Victoria. The airport is operated by the Tanzania Airports Authority and is mainly used for scheduled and charter fixed wing aircraft operations. However, helicopter operators are on site to support the mining industry. The majority of scheduled operations at the airport are Code B and C turbo prop aircraft although Code C jet operations do occur daily but are limited to one airline. At this time the critical aircraft is the A319 operated by Fastjet. On occasion, there are chartered cargo services in support of the mining industry with an IL 124.

4.1 Airside

4.1.1 Runway

The runway at Mwanza airport is currently 3300m in length and 45m wide with a surface consisting of asphalt. As shown in Exhibit A4-1, construction is underway to extend the runway in the east direction by another 500m in order to cater for Code 4E aircraft.

Exhibit A4-1 Runway Extension Project at Runway 30 Approach End

The approach end of Runway 30 is approximately 400m from the shores of Lake Victoria and of the 400 m of land that separates the runway from the water, 280m are paved remnants of the old airport which are no longer used for operations. Exhibit A4-2 shows this section of the airfield with a view from the lake.

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Exhibit A4-2 Runway 12 Approach End

The following exhibit shows the declared distances for the runways at Mwanza Airport. As mentioned before, development is underway for the extension of the runway but the figures below represent that which is currently available.

Exhibit A4-3 Runway Declared Distances

Runway TORA TODA ASDA LDA Designator (m) (m) (m) (m) 12 3300 3300 3300 3108 30 3300 3300 3300 3300

4.1.2 Taxiways

The airfield consists of 4 taxiways, Taxiways A and B serving the light aircraft apron north of the terminal building and Taxiways C and D serving the General Purpose Apron located south east of the terminal. The width of Taxiways A and B is 16m and Taxiways C and D have a width of 37.5m. The entire taxiway system has an asphalt surface that is in good condition.

Taxiways A and B have all required markings as well as edge lights to facilitate aircraft manoeuvring in low visibility and low light conditions. Exhibit A4-4 shows Taxiway B.

At this time Taxiways C and D have no markings as they are to be added in the second phase of the airfield expansion project when the taxiways and

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apron receive the final layer of asphalt. Although there are no markings the taxiways do have edge lights. Exhibit A4-5 shows Taxiway D.

Exhibit A4-4 Taxiway B at Mwanza Airport

Exhibit A4-5 Taxiway D at Mwanza Airport

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4.1.3 Aprons

There are two aprons utilised for operations at the Mwanza Airport. One is located directly between the terminal building and the runway and is used for light aircraft operations and the other is southeast of the terminal complex and is used for heavier turbo prop and jet aircraft.

The apron used for light aircraft has an asphalt surface that is in fair condition with all the appropriate markings for the daily operations undertaken. The apron also has edge lights which help during low light and low visibility conditions. Exhibit A4-6 shows the apron and how the aircraft are situated during daily operations. It is worth noting that aircraft are able to park on the un-paved area east of the paved surface which provides greater capacity for the light aircraft.

Exhibit A4-6 Light Aircraft Apron

The apron southeast of the terminal complex was extended and resurfaced in 2007 and provides accommodation for the larger aircraft that operate at the airport such as the Fastjet A319 and Precision Air’s ATR aircraft. The apron has no markings at this time as there is another layer of asphalt required to complete the surfacing project. Exhibit A4-7 shows the apron

Although there are no markings at his time the apron does have edge lights. Exhibit A4-8 shows a relatively large Ground Servicing Equipment (GSE) staging area along the western edge of the apron.

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Exhibit A4-7 General Purpose Apron

Exhibit A4-8 GSE Staging Area at General Purpose Apron

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4.1.4 Grounds

Currently the airport security fence does not surround the entire airfield leaving a large opening between the ARFFS station and the Military training facility at the east end of the runway. Plans to complete this fence are incorporated in Phase 2 of the development project currently underway.

4.2 Passenger Terminal Building

The passenger terminal building is configured in such a way that the departures area is in a separate building from the arrivals although they are side by side. The terminal building is located less than 120m from the runway centreline and will be required to be demolished if the airport wishes to upgrade to cater for Code 4E aircraft.

4.2.1 Departures

Passengers departing from Mwanza Airport are required to hold in an open air lounge outside of the terminal building until their flights are called. This procedure is due to the limited space available for security screening and passenger check-in processes. Exhibit A4-9 shows the open air covered holding area.

Exhibit A4-9 Departures Open Air Holding Area

As passengers enter the terminal building they are required to pass through the security screening point where their checked baggage is processed through a large screening machine off to one side and the hand baggage and personal effects are scanned through another on the opposite side of

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the room with a single AMD between the two screening machines. Exhibit A4-10 shows a view from inside the terminal of the security screening point.

Exhibit A4-10 Security Screening Checkpoint

Following the security screening, passengers are able to check-in to their respective flights at the appropriate airline check-in counter. There are 4 separate check-in counters shared by the airlines and occupied when the specific flight is called. Exhibit A4-11 shows the check-in area inside the terminal.

Exhibit A4-11 Check-In Area

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Baggage is manually handled from the check-in counters and sent through a large doorway located behind the counters where it is then sorted by the airline staff to load on the appropriate aircraft for departure.

After the passengers check-in they are directed to the departures lounge area but not before passing the immigration counter if flying international and a final security screening for everyone. Exhibit A4-12 shows the immigration counter. It is worthwhile noting that international and domestic passengers are not segregated.

Exhibit A4-12 Immigration Counter

The departures gate lounge has the capacity to accommodate approximately 200 passengers at one time allowing a free flow throughout the space instead of designated areas for the specific flights and is shown in Exhibit A4-13.

As there are no contact gate facilities, passengers are ushered either by foot or transported to the aircraft by vehicle when the flight is ready to depart.

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Exhibit A4-13 Departures Gate Lounge

4.2.2 Arrivals

The arrivals hall is located just next to the departures terminal building and has a simple design that enables efficient flow of passengers. There are separate entrances for international and domestic passengers and both lead to the baggage reclaim area. The arriving baggage is taken to the breakdown area and placed on the single carousel for collection. After the passengers retrieve their baggage they exit the terminal and are immediately able to arrange their transportation. Exhibit A4-14 shows the baggage breakdown area.

Exhibit A4-14 Baggage Breakdown Area

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4.3 Cargo Facility

Although there is no scheduled cargo service operating at Mwanza Airport, there are occasional flights supporting the mining industry in the surrounding areas and, as such, a small building adjacent to the Arrivals Hall is used for consolidating the freight. If larger items are being brought in they are able to pass through an extra wide section of the facility or alternatively, through the gate in the boundary fence along the west side of the general purpose apron where screening machines are also available. Exhibit A4-15 shows the Airco cargo processing facility

Exhibit A4-15 Airco Cargo Processing Facility

4.4 Support Facilities

Maintenance Facility

Currently there is no facility located at the airport dedicated to aircraft maintenance, although there is the potential as aircraft movements are quite high with the light fixed wing aircraft.

Airline and Airport Offices

The airline offices are situated outside of the terminal building in the open air holding area just prior to the departures hall. The offices house the ticketing and sales as well as operations staff.

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VIP Terminal

The airport provides VIP passengers with a separate processing and lounge area directly next to the terminal building. Passengers are screened on the way in and their documents are processed at that time.

ATC Control Tower

The ATC tower is currently located directly above the arrivals hall. However, construction of a new tower is underway along the southern edge of the airport property boundary which will be outside of the extended runway strip once the airport is upgraded to accommodate Code 4E aircraft.

Aircraft Fuelling

There are two agents on site at Mwanza Airport who provide aircraft fuelling with one set of tanks located west of the passenger terminal building and approximately 80m from the runway and the other set of tanks currently situated south of the General Purpose Apron. Exhibit A4-16 shows the Puma fuel farm west of the passenger terminal. If the airport is to become certified for Code 4E operations, the runway strip will be doubled in width and the Puma fuel farm will have to be removed.

Exhibit A4-16 Puma Fuel Farm West of the Passenger Terminal

Rescue and Fire Fighting Services

The Mwanza Airport ARFFS station is located along the southern GSE road midway along the length of the runway. The airport has an ARFFS classification of Cat 7. The ARFFS station is shown in Exhibit A4-17.

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Exhibit A4-17 ARFFS Station at Mwanza Airport

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5.0 ARUSHA AIRPORT

Arusha Airport is located on a 170.4ha site in the central northern section of Tanzania between the Ngorongoro Crater and Mount Kilimanjaro. The airport is currently considered to be a Category 2C airport and is operated by the Tanzania Airports Authority and is the northern hub for Coastal Aviation. During peak periods of operation, Arusha Airport is quite congested as it is heavily utilised by feeder aircraft transferring passengers to and from the tourist destinations in the north of the country. The airport handled approximately 162,000 passengers in 2012.

5.1 Airside

5.1.1 Runways

The runway at Arusha Airport is 1640m in length and 30m wide with an asphalt surface that has been recently upgraded. The runway has complete markings but lacks lighting of any kind. Runway 09 is the main runway used for operations as the wind direction is generally from the east. The declared distances are shown in Exhibit A5-1 below.

Exhibit A5-1 Runway Declared Distances

Runway TORA TODA ASDA LDA Designator (m) (m) (m) (m) 09 1640 1640 1640 1640 27 1640 1640 1640 1640

5.1.2 Taxiways

The taxiway system at the airport consists of Taxiways A, B, C, and D. Taxiway A provides access to the maintenance hangar of Regional Air and is considered private as no other aircraft use the taxiway other than the airline as it only leads to their hangar. The surface of the taxiway varies in sections as there are parts that are concrete with some tarmac areas. The surface is not in good condition and does not have any markings or lighting. Exhibit A5-2 shows the view of the taxiway from the hangar area.

Taxiway B is allows access to the western side of the apron from the runway and has a tarmac surface that is in need of repair. The width of the taxiway is 11.5m with centreline and stop-line markings only. No lighting exists on the taxiway.

Taxiways C and D provide access to the east end of the apron from the runway and are used mainly for entering the runway as opposed to Taxiway B which is used for exiting the runway. The surface of the two taxiways is asphalt and is in relatively good condition. Markings include centrelines and

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stop-lines; however, lighting of any sort is not available. Exhibit A5-3 shows Taxiway D from the apron looking toward the runway.

Exhibit A5-2 Taxiway A

Exhibit A5-3 Taxiway D

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5.1.3 Aprons

The aircraft parking apron is approximately 15,000m2 with a tarmac surface and accommodates more than 40 light turbo prop aircraft during peak operational periods in the high season. There are no markings on the apron other than a safety line along the edge closest to the passenger terminal and there are also no lights other than a small number of flood lights. During peak periods the apron becomes extremely congested and aircraft are parked in a manner that does not allow for the appropriate clearances. The aircraft are then manually manoeuvred by ground handling staff if one is boxed in by another. Exhibit A5-4 shows the apron during normal operations.

Exhibit A5-4 Aircraft Parking Apron

5.1.4 Grounds

The airfield at Arusha Airport is constrained due to the close proximity of the surrounding infrastructure. North of the runway is the main highway that connects Arusha to the west and has a high volume of traffic. Without realigning the road, further expansion to accommodate larger aircraft is not possible.

The inner security fence at the airport encloses the airfield and provides a boundary to the surrounding area. Access points are available beside the ATC tower on the south side of the airfield along with a well secured gate on the north side of the runway which connects to the main highway.

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5.2 Passenger Terminal Building

The passenger processing points are spread out along the southern section of the airfield with the departures and arrivals halls separated by airline offices.

5.2.1 Departures

The departures hall is alongside the ATC tower and has a relatively open concept. Depending on which airline passengers are flying with, they will either check-in at the airline’s office or enter the departures hall and proceed to the appropriate check-in counter. Exhibit A5-5 shows the check-in counters within the departures hall. Once the baggage has been checked in, passengers are able to continue to the holding area where they await the calling of their flight. There are a number of souvenir outlets and dining options within the holding area where passengers are able to shop and eat.

Exhibit A5-5 Check-In Counters

Once the flight has been called, passengers carry on to the security screening point and have their hand luggage and personal belongings searched. After the security screening check the passengers will proceed to the open air covered holding area where they wait for boarding of their flights. The holding area can accommodate approximately 75 passengers. Exhibit A5-6 shows the departure gate holding area.

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Exhibit A5-6 Departure Gate Holding Area

5.2.2 Arrivals

The arrivals hall is located at the west end of the apron next to the ARFFS station approximately 150m down the road from the departures hall. Exhibit A5-7 shows a view of the arrivals hall from the apron.

Exhibit A5-7 Arrivals Hall

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5.3 Cargo Facility

There are no cargo handling facilities located on the grounds of Arusha Airport nor have there been any discussions held in relation to the demand for such a facility.

5.4 Support Facilities

Aircraft Maintenance Facility

There are two maintenance facilities operating at the airport. One is owned and operated by the Tanzania Government and handles small light propeller aircraft and the other is owned and operated by Regional Air which handles its light servicing on site. Exhibit A5-8 shows the Regional Air Maintenance Hangar at Arusha Airport.

Exhibit A5-8 Regional Air Maintenance Hangar

Airline and Airport Offices

A large number of the airline offices are located between the arrivals and departures buildings, each having their own free standing structure, where all activities take place, ranging from ticket sales to check-in processing. The airlines that do not have such a facility are able to utilise the areas within the departures hall at the terminal building for all of their sales and processing needs.

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ATC Control Tower

The control tower is situated directly beside the departures hall and houses the airport administrative offices and MET offices in the lower levels of the building. The ATC tower and adjoining administrative offices can be seen in Exhibit A5-9.

Exhibit A5-9 ATC Tower and Airport Administration Offices

Aircraft Fuelling

Aircraft fuelling is carried out by tanker truck and fuel farm which is located on the east side of the apron directly adjacent to the control tower and administrative offices. Exhibit A5-10 shows the fuel farm at Arusha Airport.

Exhibit A5-10 Aircraft Fuel Farm

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Rescue and Fire Fighting Services

The ARFFS station at Arusha Airport is located at the west end of the apron along its southern edge and is certified as Cat 5. Exhibit A5-11 shows the ARFFS station and the vehicles at their disposal.

Exhibit A5-11 Airport Rescue and Fire Fighting Services Station

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6.0 MTWARA AIRPORT

Mtwara Airport was constructed in 1953 on a 97.4ha site located in the south eastern region of Tanzania approximately 5km outside the city of Mtwara. The airport is considered a Code 3C facility and is operated by the Tanzania Airports Authority where scheduled and charter fixed wing and helicopter services are conducted mainly to support the oil and gas exploration in the area. The airport served almost 57,000 passengers in 2012.

6.1 Airside

6.1.1 Runway

There are two runways at Mtwara Airport, one grass and the other asphalt. The grass surfaced runway has an alignment of 08/26 and the asphalt surfaced runway is in the 01/19 direction. The declared distances for the runways at Mtwara Airport are shown in Exhibit A6-1.

Exhibit A6-1 Runway Declared Distances

Runway TORA TODA ASDA LDA Designator (m) (m) (m) (m) 01 2258 2258 2258 2258 19 2258 2258 2258 2258 08 1158 1158 1158 1158 26 1158 1158 1158 1158

The grass surfaced runway is not used very frequently and then only by light propeller aircraft. Exhibit A6-2 shows the approach end of Runway 26.

The asphalt surfaced runway is the one mainly utilised and in the majority of situations in the southerly direction. The pavement surface of Runway 01/19 was originally laid more than sixty years ago and although repair efforts have been made throughout the years, it is in very poor condition. Exhibit A6-3 shows the deterioration in one of the areas with the entire runway being in a similar condition. This level of deterioration presents an extreme hazard as the probability of engine ingestion is greatly increased as the asphalt breaks down and debris becomes more commonplace. Apart from the ingestion risk the strength of the pavement is no longer consistent with that which is stated in the AIP and the potential exists for severe damage to both aircraft and pavement if heavy aircraft are to operate from the airport.

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Exhibit A6-2 Approach End of Runway 26

Exhibit A6-3 Runway 01/19 Surface

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6.1.2 Taxiways and Turnarounds

The taxiway system at Mtwara Airport consists of four taxiways providing access to the aircraft parking aprons and three turnaround taxiways used as holding bays to increase runway capacity.

Taxiways A and B provide access to the main apron in front of the passenger terminal building where the majority of scheduled operations take place. The width of the paved area of Taxiway A is 15m and Taxiway B is 18m. The surface is a mix of asphalt which is in poor condition in parts and in reasonable condition in others. Both taxiways have centreline markings and hold positions but lack edge markings and lighting. Exhibit A6-4 shows the pavement surface condition of Taxiway B.

Exhibit A6-4 Taxiway B Pavement Surface

Taxiways C and D provide access to the north apron where helicopter and charter services’ operate. The width of the taxiways is 23m and they both have an asphalt surface that is in poor condition. The markings consist of centrelines and hold positions but also lack edge markings and lighting.

Turnaround Taxiways X, Y, and Z are used as both turnaround facilities for landing aircraft and holding bays for aircraft queuing to operate on the runway. Taxiway X is located at the approach end of Runway 01 and is 23m wide. Taxiway Y is approximately 900m from the approach end of Runway 01 and is 10.5m wide. Taxiway Z is located along the west side of the approach end of Runway 19 and is 23m wide. The surface of all three taxiways is asphalt and is in poor condition. The markings consist of centrelines and hold positions and there is no lighting of any kind.

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6.1.3 Aprons

The north apron caters for the helicopter and charter operations at Mtwara Airport and has an area of nearly 9000m2 with a surface of both asphalt and concrete. The condition of the asphalt is poor but the concrete surface is fair. The markings on the apron consist of only continued taxiway centrelines that split to provide a 45m separation which is sufficient for Code C operations. Exhibit A6-5 shows the north apron and the equipment staged along the eastern edge.

The main apron at the airport is located directly west of the passenger terminal building and is approximately 4600m2 with an asphalt surface that has been repaired with a variety of pavement types but remains in poor condition. Exhibit A6-6 shows the surface condition and repair work of the main apron.

Exhibit A6-5 North Apron

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Exhibit A6-6 Main Apron Surface Condition

6.1.4 Grounds

The airport grounds are not enclosed by a security or a perimeter fence although there are sections of fencing around the main areas where the public has the ability to access the airside.

6.2 Passenger Terminal Building

The passenger terminal building is located along the eastern side of the airfield adjacent to the main aircraft parking apron and is approximately 500m2.

6.2.1 Departures

Passengers enter the airport and are immediately screened at a security checkpoint with their baggage. Exhibit A6-7 shows the security screening machine upon entering into the departures hall.

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Exhibit A6-7 Security Screening Checkpoint

Once the passengers and their baggage have passed through the security screening point, they proceed to the check-in area. The hall has two counters which are shared by each of the airlines. Exhibit A6-8 shows the check-in counters and baggage scale.

Exhibit A6-8 Check-in Counters and Baggage Scale

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All baggage is processed manually and from the check-in counter to the aircraft.

The departures lounge has the capacity to accommodate approximately 100 passengers. Exhibit A6-9 shows a section of the lounge.

Exhibit A6-9 Departures Lounge

6.2.2 Arrivals

The arrivals hall is located between the departures hall and the VIP lounge inside the passenger terminal building. The baggage is manually brought into the hall where passengers reclaim their luggage and exit the terminal building. Exhibit A6-10 shows the baggage reclaim area.

Exhibit A6-10 Arrivals Hall

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6.3 Cargo Facility

There is currently no building constructed to process air cargo. However, the north apron has equipment and an access gate which are used to process cargo flights on an ad hoc basis.

6.4 Support Facilities

Aircraft Maintenance Facility

There are currently no aircraft maintenance facilities available at Mtwara Airport.

Airline and Airport Offices

Airline offices are located landside at the main passenger terminal building, providing sales and ticketing information. The airport operations and staff offices are also located landside at the main terminal building and surrounding structures.

VIP Terminal

VIP services vary depending on the type of flight operating. There is a VIP lounge on the north side of the passenger terminal building and on rare occasions the north apron is used for charter VIP flights.

ATC Control Tower

The ATC tower is situated at the main terminal building complex and houses the air traffic information services unit as well as the MET offices. Exhibit A6-11 shows the ATC Tower and ARFFS station.

Exhibit A6-11 ATC Tower

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Aircraft Fuelling

Aircraft fuelling services at Mtwara Airport are completed by tanker and there are two locations on the airfield used as fuel farms. The main facility is located at the north apron and the secondary, currently not utilised site, is located just north of the main apron.

Exhibit A6-12 Fuel Farm at North End of Airfield

Rescue and Fire Fighting Services

The ARFFS station is located next to the ATC tower with a covered parking facility further to the south. Mtwara Airport. is certified as a Cat 6 airport.

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7.0 SONGWE AIRPORT

Songwe Airport is considered to be a Category 3C airport and occupies a 210.8ha site located approximated 20km to the west of the city of Mbeya in the south central region of Tanzania, an area renowned for natural resources. The airport was recently opened in December of 2012 and elements of the development are still under construction. Tanzania Airports Authority is the sole operator of the airport which is mainly used for scheduled and charter fixed wing aircraft operations.

7.1 Airside

The airside at Songwe Airport consists of a single runway and a link taxiway which provides access to the aircraft parking area.

7.1.1 Runway

The runway at Songwe Airport has an east west orientation and is 3330m long and 45m wide with a surface of asphalt which was laid in 2012. The markings consist of centrelines and threshold markings but lack edge markings. At this time there are no lighting installations on the airfield although plans for various AGL are incorporated in the next phase of development. The runway is clear of obstacles from all directions. Exhibit A7-1 shows the approach end of Runway 27 and Exhibit A7-2 provides the declared distances for the runways at the airport.

Exhibit A7-1 Approach End of RWY 27

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Exhibit A7-2 Runway Declared Distances

Runway TORA TODA ASDA LDA Designator (m) (m) (m) (m) 09 3330 3330 3330 3330 27 3330 3330 3330 3330

7.1.2 Taxiways

Currently the airfield consists of one link taxiway which provides access to the apron from the runway and has a total paved width of 45 m. Of the 45 m, the actual taxiway width is 24m and the areas which are considered the shoulders, have a width of 10.5m each side. The entire taxiway has an asphalt surface with centreline and hold markings only. As noted above, there is no AGL installation at present although the next phase of development includes this facility.

7.1.3 Aprons

The apron area is locate on the south side of the runway, directly in front of the terminal complex and is approximately 60% complete at the time of assessment. The remaining 6000m2 is expected to be completed around mid 2014. The apron surface is constructed from concrete and has an asphalt shoulder which is approximately 10.5m wide surrounding the operational area.

7.1.4 Grounds

The airport grounds are in serious need of grading works. In many areas within the airfield there are steep inclines and declines, particularly within the strip at the south west end of the runway. Also, there are sections running parallel with the runway that are not in accordance with international standards related to the grading of runway strips. A major concern is the section of land at the take-off end of Runway 09 that has an extreme mound of spoil almost 2m in height shown in Exhibit A7-3.

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Exhibit A7-3 Take-Off End of Runway 09

7.2 Passenger Terminal Building

The passenger terminal building is located on the southern side of the airfield adjacent to the aircraft parking apron. The current facility used for passenger processing is approximately 850m2. However, a new facility is currently being constructed alongside the complex which will increase the available space by more than three times the space available today. The completion of the new facility is expected by the end of calendar year.2014.

7.2.1 Departures

The departures hall entrance contains a security screening checkpoint where passengers and their luggage are screened using a machine and archway. The check-in area is composed of three counters and a manual baggage handling process. The departures lounge is two large areas that can accommodate approximately 150 passengers. Exhibit A7-4 shows the baggage makeup area outside the terminal building linked directly behind the check-in desks.

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Exhibit A7-4 Baggage Makeup Area

7.2.2 Arrivals

The arrivals hall is located inside the terminal building between the departures hall and the VIP lounge area. Passengers are able to claim their baggage once it has been brought in the terminal manually by the airport/airline staff. Immigration services are available on a call-out basis.

7.3 Cargo Facility

An area within the airport grounds has been awarded to Swissport for cargo operations although a facility has yet to be developed and a timeline as to when one would be has not been determined. According to TAA staff on hand during the site visit, the location of this development area is said to be west of the passenger terminal complex.

7.4 Support Facilities

Aircraft Maintenance Facility

There is currently no maintenance facility at Songwe Airport nor have there been discussions to develop one at this time.

Airline and Airport Offices

The airline and airport administration offices are located in the east wing of the existing passenger terminal building. Space is limited at the moment but 107 Tanzania Civil Aviation Master Plan Volume III - Airports Appendix

the demand for airline office space is low as there are only five airlines operating and some are seasonal. If operations increase in the future more room will be required. The requirement for more general space should be met when the new terminal building is completed at the end of calendar year 2014.

VIP Terminal

Although there is not a separate building for VIP passengers there is a lounge located within the terminal complex that caters for VIP services. There is a separate entrance and exit into the lounge for all who use the services. This is situated along the east side of the complex.

ATC Control Tower

The ATC tower is located 240m south of the runway and approximately 300 m to the east of the passenger terminal complex. Exhibit A7-5 shows the tower from the intersection of the taxiway and runway.

Exhibit A7-5 ATC Tower at Songwe Airport

Aircraft Fuelling

At this time there are no fuelling services available at the airport. This means that all aircraft flying in to Songwe Airport need to carry enough fuel on board for the next segment of their journey.

Rescue and Fire Fighting Services

The ARFFS station is located between the ATC tower and the passenger terminal complex on the southern side of the airfield. A GSE road connects the station with the rest of the airfield and a road that leads directly to the 108 Tanzania Civil Aviation Master Plan Volume III - Airports Appendix

runway lies in front of the station. Songwe Airport is a Cat 5 aerodrome for fire fighting. Exhibit A7-6 shows the ARFFS Station from the eastern edge of the apron.

Exhibit A7-6 ARFFS Station at Songwe Airport

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8.0 KIGOMA AIRPORT

Kigoma Airport is a Category 3C Airport, with a runway length of 1800m and an approximate annual passenger load of 24,000 passengers (2012 figures). Occupying a site of 98.6ha, it is located on the western edge of Tanzania along the eastern shores of Lake Tanganyika. The airport is operated by the Tanzania Airports Authority and is mainly used for scheduled fixed wing aircraft operations.

8.1 Airside

The airside at the Kigoma Airport has had many recent upgrades to the infrastructure and plans for further development are under consideration.

8.1.1 Runway

The runway at the airport is oriented in a 150/330 direction with a length of 1800m and a width of 45m. Exhibit A8-1 shows the declared distances for the runways at Kigoma Airport.

Exhibit A8-1 Runway Declared Distances

Runway TORA TODA ASDA LDA Designator (m) (m) (m) (m) 15 1800 1800 1800 1800 33 1800 1800 1800 1800

The surface of the runway is asphalt and is in very good condition. The markings are completed in full and adhere to international standards although there is no lighting of any kind. The lack of lighting does not present any constraints at the moment as operations are only scheduled during daylight hours and demand has not reached the point of requiring the extended operational periods. Exhibit A8-2 shows a view of the runway from the approach end of Runway 33.

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Exhibit A8-2 Approach End of Runway 33

8.1.2 Taxiways

The taxiway system at the airport consists of two link taxiways providing access to the apron on the south western side of the runway. Both taxiways are 18m wide x 152m in length with an asphalt surface. The marking on the taxiways consists of centrelines and hold positions with no lighting available at this time.

8.1.3 Aprons

The aircraft parking apron at Kigoma Airport has the dimensions of 154m x 96m and has an asphalt surface that is in very poor condition. The markings on the apron consist of a lead-in line and a stop position for fuelling along with edge markings. The lighting is minimal with a few floodlights located sporadically around the area. Exhibit A8-3 shows the apron and the condition of the pavement surface.

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Exhibit A8-3 Aircraft Parking Apron

8.1.4 Grounds

The airport grounds are surrounded by land rich in nutrients and as such are used for the local farming industry. Currently the security fence does not surround the entire airfield but a tender is out to complete the associated works in the near future.

Expansion of the entire airfield is in the planning stages and procurement of the intended expansion areas is underway. Safeguarding of the various areas that will be required for the development of the airfield is being undertaken and the removal of existing facilities is planned for the long to medium term.

8.2 Passenger Terminal Building

The passenger terminal building is located roughly 100m west of the runway in the northern portion of the airfield.

8.2.1 Departures

The departures area is consists of a security screening area at the entrance to the facility, followed by the check-in area, and finally the departures lounge area. The security screening is carried out manually and by machine for passengers and baggage. The check-in area has two counters shared by airlines operating from the facility.

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The departures lounge is able to accommodate roughly 40 passengers at a time. Exhibit A8-4 shows the departures holding lounge along with the commercial outlet within the lounge.

Exhibit A8-4 Departures Lounge

All baggage processing is done manually. Exhibit A8-5 shows the baggage make-up area located directly outside of the terminal building behind the check-in counters.

Exhibit A8-5 Aircraft Parking Apron Baggage Make Up Area

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8.2.2 Arrivals

Passengers arrive on the apron and are escorted down the long covered walkway to the terminal building where their documents are processed and baggage is brought by airport/airline staff. Exhibit A8-6 shows the arrivals corridor.

Exhibit A8-6 Arrivals Corridor

Once the baggage has been brought to the arrivals hall, passengers exit the facility and are able to purchase goods from one of the outlets outside the hall. Exhibit A8-7 shows the commercial area and arrivals hall exit.

Exhibit A8-7 Arrivals Hall Exit and Commercial Area

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8.3 Cargo Facility

Currently there is no cargo facility at the airport as the demand for air freight is low and does not warrant such a facility. The growth of air traffic in the coming years will play a large factor in the decision to incorporate a cargo processing facility in the medium term development plans.

8.4 Support Facilities

Aircraft Maintenance Facility

There are no facilities currently available for aircraft maintenance at Kigoma Airport.

Airline and Airport Offices

The Airport Administration offices are located on the south east side of the aircraft parking apron in a jointly shared facility with the TCAA. Due to the lack of space available at the terminal building, there is only room for two of the operating airlines to perform administrative duties.

VIP Terminal

The VIP passenger lounge is attached to the passenger terminal building and provides a holding and processing area for the passengers. The facility is capable of accommodating approximately 10 passengers at one time.

ATC Control Tower

The ATC tower at Kigoma Airport is located to the south east of the aircraft parking apron within the TAA administrative offices area. The tower has an unobstructed view of the apron and movement area. The tower can be seen in Exhibit A8-8 with a view from across the apron.

Exhibit A8-8 Air Traffic Control Tower

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Aircraft Fuelling

Aircraft fuelling services are provided by Oilcom and are located on the northern side of the apron from a hose and reel with aircraft parking adjacent to the installation. Exhibit A8-9 shows the container location.

Exhibit A8-9 Aircraft Fuelling Container

Rescue and Fire Fighting Services

The airport is a certified Cat 5 airfield and the ARFFS station is located on the west side of the passenger terminal complex with direct access to the runway if an accident occurs. Exhibit A8-10 shows the one of the ARFFS tender vehicles parked inside the station at the airport.

Exhibit A8-10 ARFFS Tender Vehicles

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9.0 LAKE MANYARA AIRPORT

Lake Manyara Airport is considered a Category 2B airport by international standards and is located in the northern region of Tanzania on an escarpment north west of Lake Manyara National Park. The airport is operated by the Tanzania Airports Authority and is only used for scheduled and charter fixed wing aircraft operations with approximately 30,000 annual passengers in 2012.

9.1 Airside

9.1.1 Runway

The runway at Lake Manyara Airport is 1220m in length and 30m wide with a surface of murram. The orientation of the runway is at 120°/300°.Exhibit A9-1 below shows the declared distances for operational use.

Exhibit A9-1 Runway Declared Distances

Runway TORA TODA ASDA LDA Designator (m) (m) (m) (m) 12 1220 1220 1220 1220 30 1220 1220 1220 1220

The only markings present are identifiers at the approach end of each runway. Exhibit A9-2 shows the markings at the approach end of Runway 12. No lighting is available at this time.

Exhibit A9-2 Lake Manyara Runway

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As shown in the previous exhibit the runway has a turn pad at the approach end of Runway 12 although not shown in this exhibit, there is also a turn pad at the approach end of Runway 30.

9.1.2 Taxiways

Due to the nature of operations and design of the airport a traditional taxiway system does not exist as all aircraft land and take-off then backtrack along the runway directly to the apron which adjoins the runway.

9.1.3 Aprons

The apron is situated along the northern edge of the runway in a centralized position and covers an area of approximately 3900m2 and measures 30m x 130m and has the capacity to accommodate 5 Cessna Caravans at one time. There are no markings or lighting on the apron and the surface is also murram. Exhibit A9-3 shows the apron at Lake Manyara Airport.

Exhibit A9-3 Aircraft Parking Apron

9.1.4 Grounds

The airport grounds are surrounded by a perimeter fence that is near completion. Other than the obvious security reasons the fence helps deter elephants and baboons from crossing the runway on their journey from Lake Manyara National Park in the southeast to the Ngorongoro Crater to the northwest.

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9.2 Passenger Terminal Building

The terminal complex is located on the north east side of the airfield and is approximately 250m2 in area, including the airport administrative offices.

9.2.1 Departures

The departures hall entrance has a security screening checkpoint where passengers and the baggage are screened through a machine and archway. The check-in area is immediately adjacent to a small lounge area that can accommodate roughly 15 passengers. Exhibit A9-4 shows the front entrance to the departures area.

Exhibit A9-4 Departures Hall Entrance

9.2.2 Arrivals

The arrivals area is quite simple with an open air concept that allows passengers to reclaim their baggage and exit the facility. Exhibit A9-5 shows the arrivals hall.

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Exhibit A9-5 Arrivals Hall

9.3 Cargo Facility

The airport does not have a cargo facility at the present time nor are there plans to develop one in the foreseeable future.

9.4 Support Facilities

Aircraft Maintenance Facility

The airport does not have an aircraft maintenance facility at the present time nor are there plans to develop one in the foreseeable future.

Airline and Airport Offices

Airline offices are located within the terminal building at the airport as are the airport administrative offices. Space is limited and the majority of airlines that operate from the airport do not have full time staff on hand.

VIP Terminal

Lake Manyara Airport does not have a VIP terminal building rather a lounge area where VIP passengers are taken and processed accordingly. This lounge area is located within the terminal building but has a separate entrance and exit from the normal passenger flow.

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ATC Control Tower

Lake Manyara Airport does not have an ATC tower on the airport grounds and the number of movements at this time does not warrant such a facility. Should traffic grow significantly, an ATC Tower would be required, benefitting apron control as well as approaching and departing traffic.

Aircraft Fuelling

The airport does not have fuelling capabilities at the present time which means aircraft are required to have enough fuel on board to reach their next destination. This issue does not create any constraints as the airport is most commonly a stop-off point on the way to another destination such as Arusha to the east or Mwanza to the west.

Airport Rescue and Fire Fighting Services

The airport is classified as a Cat 2 aerodrome with respect to the ARFFS capabilities. Exhibit A9-6 shows the ARFFS station and fire tender at Lake Manyara Airport

Exhibit A9-6 ARFFS Station

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10.0 TANGA AIRPORT

Tanga Airport is a Category 2C airport with a main runway length of 1268m and a current passenger load of 8,827 pa in 2012 and is located approximately 3km outside of the Tanga city centre along the north eastern coast of Tanzania. The airport is operated by the Tanzania Airports Authority and is mainly used for scheduled and charter fixed wing aircraft operations as well as a training facility for the Tanzania Air Force.

10.1 Airside

10.1.1 Runways

The runway system at the Tanga airport consists of Runway 06/24 which has an asphalt surface and Runway 14/32 which has a grass surface. The asphalt runway is used for the majority of operations. However; light aircraft do operate on the grass runway from time to time when to crosswind factor is too high on Runway 06/24. Exhibit A10-1 shows the declared distances for the runways at the Tanga Airport.

Exhibit A10-1 Runway Declared Distances

Runway TORA TODA ASDA LDA Designator (m) (m) (m) (m) 06 1268 1268 1268 1268 24 1268 1268 1268 1268 14 1385 1385 1385 1385 32 1385 1385 1385 1385

The markings for Runway 06/24 are full and meet the international standards although there are some areas which could benefit from repainting as chipping and erosion of the paint surface has occurred. Lighting on the runway consists of edge lights only at this time.

The asphalt runway surface is in extremely poor condition and there are various areas where attempts at patchwork have broken down and the overall integrity of the surface has failed. Exhibit A10-2 shows the condition of the runway around the touchdown area of Runway 06.

The grass runway, although rarely used, is in relatively good condition although marking and lighting is minimal. There is, however, an issue that could present a high a level of risk to aircraft operating on Runway 14. Exhibit A10-3 shows the section where the two runways cross. It is important to note that the pooling of water along the edge of the asphalt surface means there is uneven ground connecting the two surfaces which has the potential to cause landing gear to dig in to the grass edge when operating on Runway 14.

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Exhibit A10-2 Runway 06/24 Surface Condition

Exhibit A10-3 Runway 06/24 and Runway 14/32 Crossing Area

There are no obstacles that impede operations on any of the runways at Tanga Airport.

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10.1.2 Taxiways

The taxiway system at the airport consists of two taxiways providing access to the apron from the runways. Taxiway A is 15m wide, 80m long and is located approximately 180m from the approach end of Runway 24. The asphalt surface is in very poor condition and guidance is provided by the markings which consist of centrelines and a hold position along with edge lighting.

Exhibit A10-4 View from Apron of Taxiway A

The second taxiway, Taxiway B, is also 15m wide but due to the decentralized centreline marking, it is treated as a 13m wide taxiway.

10.1.3 Aprons

The aircraft parking apron is located along the north side of Runway 06/24. The dimensions of the apron are 120m x 42m and are unofficially divided into two areas; one for commercial services and the other for the military training aircraft. The overall condition of the pavement surface is poor and repair works should be undertaken. Exhibit A10-5 shows a view of the apron from the control tower.

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Exhibit A10-5 Aircraft Parking Apron

10.1.4 Grounds

At this time there is no security or boundary fence at the airport.

10.2 Passenger Terminal Building

The passenger terminal building is located in the northern section of the airfield alongside the aircraft parking apron. The facility contains the departures and arrivals halls as well as the VIP lounge and airline administrative offices.

10.2.1 Departures

The departures hall has one shared check-in counter and a manual baggage handling system. Once passengers have checked themselves and their baggage in, they pass through the security screening checkpoint. The screening tools used are an AMD and a hand held wand.

The departures lounge has the capacity to accommodate up to 40 passengers at a time. Exhibit A10-6 shows the departures lounge.

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Exhibit A10-6 Departures Lounge

10.2.2 Arrivals

The arrivals hall has a reclaim area where baggage is manually brought in from the aircraft and passengers collect their bags before exiting the terminal facility.

10.3 Cargo Facility

There are no cargo facilities currently available at Tanga Airport.

10.4 Support Facilities

Aircraft Maintenance Facility

There are no maintenance facilities currently available at Tanga Airport

Airline and Airport Offices

The airline offices are located at the east end of the terminal building but do not have direct access to the terminal from an internal point. The airport administrative offices are in a separate building approximately 100m north of the passenger terminal.

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VIP Terminal

The airport does not have a separate facility for VIP passengers. However, there is a lounge located within the terminal building where the VIP passengers are accommodated.

ATC Control Tower

The ATC tower is located along the west side of the terminal complex and has an unobstructed view of the apron and taxiway system. Exhibit A10-7 shows a view of the tower from the apron.

Exhibit A10-7 Air Traffic Control Tower

Aircraft Fuelling

There are no commercial fuelling facilities available at the airport.

Airport Rescue and Fire Fighting Services

The aerodrome is certified for Cat 1 fire fighting services.

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11.0 MAFIA AIRPORT

The Airport is located just inland along the western edge of Mafia Island along the south eastern coast of Tanzania and handled almost 20,000 passengers in 2012 with approximately 3,000 aircraft movements. The airport is operated by the Tanzania Airports Authority and is mainly used for scheduled and charter fixed wing aircraft operations.

11.1 Airside

11.1.1 Runway

The runway at Mafia Airport has an orientation of 150°/330° with the dimensions of 1600m x 30m. The surface is asphalt and the markings are to international standard. The airfield does not have any lighting whatsoever but this does not directly affect operations as all movements are during daylight hours. Exhibit A11-1 shows the declared distances for the runways at Mafia Airport. Exhibit A11-2 shows the approach end of Runway 12-2

Exhibit A11-1 Runway Declared Distances

Runway TORA TODA ASDA LDA Designator (m) (m) (m) (m) 15 1600 1600 1600 1600 33 1600 1600 1600 1600

Exhibit A11-2 Approach End of Runway 15

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11.1.2 Taxiways

The single taxiway connecting the runway and the aircraft apron is at the approach end of Runway 15 and has an asphalt surface with the paved dimensions of 75m x 25m. Markings consist of a centreline and hold position. Exhibit A11-3 shows a view of the taxiway from the approach end of Runway 15.

Exhibit A11-3 Taxiway from Runway 15

11.1.3 Aprons

The apron is approximately 3,000m2 with an asphalt surface that was laid in the last 2 years and is in good condition. There were no markings at the time of the assessment.

Exhibit A11-4 Aircraft Parking Apron

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11.1.4 Grounds

The airport grounds are surrounded by a security fence and new drainage ditches to aid in the disposal of groundwater runoff. Exhibit A11-5 shows the drainage ditches along the aircraft parking apron.

Exhibit A11-5 Aircraft Parking Apron

11.2 Passenger Terminal Building

The passenger terminal building is located on the western edge of the aircraft parking apron with an area of approximately 230m2 and contains very basic passenger processing elements, shown in Exhibit A11-6.

Exhibit A11-6 Passenger Terminal Building

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Discussions with TAA staff have revealed that once the construction offices have been turned over to the airport, plans for terminal operations to shift into these facilities are being assessed. Exhibit A11-7 shows the possible new location of the passenger terminal building.

Exhibit A11-7 TAA and Construction Offices

11.2.1 Departures

The check-in area has one shared desk where all airlines operating at the airport perform their duties as required. The security screening point is after the check-in area and includes an AMD and manual search. The departures lounge is able to accommodate up to 30 passengers and the baggage handling is carried out manually. Exhibit A11-8 shows a view of the departures hall entrance from the outside.

11.2.2 Arrivals

The arrivals hall is an area where the passengers collect their baggage once it has been manually brought out from the aircraft on the apron.

11.3 Cargo Facility

Although there may not be enough cargo processed to warrant the construction of a separate facility at this time, Mafia Island Airport had the 3rd highest volume of air freight for 2012 in all of Tanzania albeit less than 1% of the national total. Exhibit A11-9 shows the typical volume of air freight sent out on each flight to Dar es Salaam (blue bags).

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Exhibit A11-8 Departures Hall Entrance

Exhibit A11-9 Typical Air Freight to Dar es Salaam

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11.4 Support Facilities

Aircraft Maintenance Facility

No aircraft maintenance facility is currently available at the airport.

Airline and Airport Offices

Airline offices are available at the airport inside the passenger terminal. The Airport administration is situated within the buildings initially used as construction offices during the development of the new airport on the south side of the airport grounds.

VIP Terminal

Currently there is neither a separate processing area nor holding lounge for VIP passengers at Mafia Airport.

ATC Control Tower

There is currently no ATC tower at Mafia Airport.

Aircraft Fuelling

Aircraft fuelling facilities are not available at Mafia Airport.

Airport Rescue and Fire Fighting Services

Mafia Airport is certified for Cat 2 fire fighting services. Exhibit A11-10 shows a view of the ARFFS station from the apron.

Exhibit A11-10 Airport Rescue and Fire Fighting Services Station

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12.0 BUKOBA AIRPORT

Bukoba Airport is located in the far north-west corner of Tanzania along the western shores of Lake Victoria. The airport is a category 2C airport operated by the Tanzania Airports Authority and is mainly used for scheduled and charter fixed wing aircraft operations and served almost 30,000 passengers in 2012.

12.1 Airside

12.1.1 Runway

The runway at the Bukoba Airport runs perpendicular to the coastline of Lake Victoria and sits at an orientation of 130/310. Runway 31 is generally used for arrivals and Runway 13 for departures as most of the destinations served are to the east. The runway has recently been resurfaced and upgraded to an asphalt surface with a length of 1400m and a width of 30m. The runway has complete markings but lighting is not available and the lack of is not considered a constraint at this time due to the demand and hours of operation. Exhibit A12-1 shows the approach end of Runway 13.

Exhibit A12-1 Approach End of Runway 13

Plans for expansion of the runway to the east and west to achieve a length of 1600m are ongoing but are set to be completed at a later phase of development. Exhibit A12-2 shows the declared distances of the runway but it is important to note that these conflict with those shown in the AIP.

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Exhibit A12-2 Runway Declared Distances

Runway TORA TODA ASDA LDA Designator (m) (m) (m) (m) 13 1400 1400 1400 1400 31 1400 1400 1400 1400

12.1.2 Taxiways

A new taxiway completed in 2013 provides access to the apron on the north side of the runway and has an asphalt surface. The taxiway is 15m wide and bridges the 55m gap between the runway and apron operational areas. The markings consist of centreline and hold position but do include edge markings. No lighting is available.

12.1.3 Aprons

The old apron on the south side of the runway is now utilised as a pickup and drop off area where the passenger transport vehicle collects the passengers providing a shuttle service to and from the aircraft on the northern apron.

The recently completed asphalt surfaced apron on the north side of the runway is approximately 10,000m2 and has the ability to accommodate 3 ATR aircraft and 1 Cessna Caravan for power-in/out operations. There were no markings or ground lighting present on the apron or high mast lighting erected during the time of the site visit. Exhibit A12-3 shows a view of the apron looking in the eastern direction.

Exhibit A12-3 North Apron

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12.1.4 Grounds

The airfield is currently undergoing construction works in various areas and grading of the strip has yet to be completed. A full perimeter fence has been erected and provides a complete enclosure around the airfield. Exhibit A12- 4 shows a view of the entire airport grounds from the air.

Exhibit A12-4 Bukoba Airport Grounds

12.2 Passenger Terminal Building

The passenger terminal building being used to process passengers at Bukoba Airport is located on the south side of the runway. The new passenger terminal building currently being constructed is located on the north side of the runway adjacent to the new apron. Future expansion of the support facilities are expected to continue on the northern side of the runway. The new terminal building is expected to be completed within this calendar year, 2014.

12.2.1 Departures

Passengers enter the departures area and are immediately processed at the security screening point. Exhibit A12-5 shows the screening position. Once both passenger and baggage are screened they proceed to the check-in desk where all airlines share a counter to perform their relevant check-in duties. Exhibit A12-6 shows the check-in desk. All baggage handling is performed manually.

The existing departures lounge is able to accommodate up to 40 passengers at one time. Exhibit A12-7 shows the current configuration of the lounge area.

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Exhibit A12-5 Security Screening Position

Exhibit A12-6 Common Shared Check-In Desk

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Exhibit A12-7 Departures Lounge Configuration

12.2.2 Arrivals

The arrivals hall is a small area adjacent to the departures hall within the terminal building. Baggage is brought in to the room and passengers retrieve their luggage and exit the airport facility. All baggage handling is done manually.

12.3 Cargo Facility

At this time there are no facilities available for cargo processing operations at Bukoba Airport.

12.4 Support Facilities

Aircraft Maintenance Facility

At this time there is no aircraft maintenance facility at Bukoba Airport.

Airline and Airport Offices

The airport administration offices are situated on the south side of the airport grounds in a standalone building near the entrance gate. Once the new terminal is opened both the airline and airport offices will be transferred to the new facility. The current facility at the new car park area used as a construction office will be transferred to the TAA for their administration team to occupy.

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VIP Terminal

Bukoba Airport provides VIP passengers with a separate lounge area where they are processed and held for their flights. The lounge is connected to the terminal building on the south side of the runway and is along its western side. The lounge has a separate entrance and exit for the passengers using the service.

ATC Control Tower

There is currently no ATC tower at Bukoba Airport.

Aircraft Fuelling

Aircraft fuelling is a service that is currently not offered at the airport although plans are underway to develop a fuel farm on the airport grounds at a later stage.

Airport Rescue and Fire Fighting Services

The airport has recently been upgraded to a Cat 5 certified aerodrome for fire fighting services. Exhibit A12-8 shows the ARFFS station at the Bukoba Airport.

Exhibit A12-8 ARFFS Station

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