Emirates will deploy its Airbus A350 on the Nairobi-Dubai route from October 25, introducing Premium Economy to the Kenyan market for the first time as the Gulf carrier steps up investment in one of its key African routes.

The new-generation aircraft will operate flights EK717 and EK718, one of the airline’s three daily services between Jomo Kenyatta International Airport (JKIA) and Dubai, with Nairobi becoming Emirates’ 32nd A350 destination.

The deployment comes barely four months after Emirates increased its Nairobi frequency to three daily flights in July, raising its services to 21 flights a week and increasing competition for passengers travelling between Kenya and global markets through Gulf hubs.

For Kenya’s travel industry, the biggest change will be the introduction of Premium Economy, giving agents and passengers a product positioned between Economy and Business Class.

The A350 serving Nairobi will carry 298 passengers across three cabins, comprising Business, Premium Economy and Economy. Emirates’ standard A350 configuration has 32 Business Class seats, 21 Premium Economy seats and 245 Economy seats in the configuration being deployed to Nairobi.

Premium Economy features reclining leather seats with additional legroom, adjustable headrests, charging points and 13.3-inch entertainment screens, while Business Class is arranged in a 1-2-1 configuration with direct aisle access for every passenger.

“The arrival of the A350 in Nairobi marks an exciting new chapter for Emirates in Kenya,” said Christophe Leloup, Emirates Country Manager in Kenya, adding that the aircraft would offer passengers more choice and comfort alongside the airline’s expanded schedule.

Capacity bet on Kenya

The aircraft upgrade adds to a broader expansion by Emirates in Kenya, where the airline has operated for more than three decades.

Emirates launched its third daily Nairobi flight on July 1, taking weekly frequencies from 14 to 21. The additional service also added about 280 tonnes of cargo capacity per week, particularly benefiting exporters of flowers, fruits and vegetables.

Together with three weekly Emirates SkyCargo freighter services, the airline now moves more than 1,100 tonnes of cargo into and out of Kenya each week.

Emirates has carried more than six million passengers between Nairobi and Dubai since launching Kenya operations in 1995 and connects the market through its Dubai hub to more than 138 destinations.

The airline has also sought to capture regional traffic through its interline partnership with Kenya Airways. More than 31,000 passengers have travelled across the two carriers’ networks since the partnership was signed in 2023, connecting to destinations including Rwanda, Kilimanjaro and Mozambique.

The additional capacity and newer aircraft come as Kenya seeks to increase international tourist arrivals to five million annually by 2030, with improved aviation connectivity seen as central to delivering that target.

For travel agents, the October deployment broadens the range of products available to clients, particularly corporate and leisure passengers seeking greater comfort without paying Business Class fares.

It also gives travellers more flexibility for Dubai holidays and onward journeys to Europe and North America, with the EK717/EK718 schedule designed to improve connections to markets including the UK, France, Belgium, Spain, Italy and Portugal.

The A350 is the third aircraft type in Emirates’ all-wide-body fleet alongside the Airbus A380 and Boeing 777. The airline has ordered 65 A350-900 aircraft as it expands and modernises its global fleet.

Nairobi’s inclusion in the A350 network therefore signals a further capacity and product upgrade for a route where Emirates has already moved from two to three daily flights within the year.

Source: Emirates

Barbados is stepping up its courtship of the Kenyan travel market, betting on stronger partnerships with travel agents and improved air connectivity to unlock a largely untapped flow of travellers between East Africa and the Caribbean.

At the centre of the push is a growing partnership between the Kenya Association of Travel Agents (KATA) and Barbados Tourism Marketing Inc. (BTMI), which is seeking to use Kenya as an important platform for expanding its footprint in Africa.

The Caribbean destination has been increasing its engagement with Kenya’s travel trade at a time when its Africa and Gulf Cooperation Council markets are recording strong growth. Arrivals from Africa and the GCC rose 38 per cent year-on-year between January and September 2026, according to BTMI.

Overall arrivals from Barbados’ long-stay and cruise markets stood at just under one million, while total arrivals between January and September increased 24 per cent compared with the corresponding period last year.

Kenya is emerging as part of that growth story. Available figures show Kenyan arrivals to Barbados nearly tripled from 71 visitors in 2023 to about 200 in 2024, albeit from a small base, pointing to growing interest in the Caribbean destination.

For KATA, the partnership provides an opportunity to bring a relatively new long-haul destination closer to the Kenyan travel trade by equipping travel agents with destination knowledge and creating stronger commercial links with tourism suppliers.

BTMI has joined KATA as part of its strategy to deepen engagement with Kenyan travel businesses. The tourism agency has also established its Africa and GCC regional headquarters in Nairobi, placing Kenya at the centre of its engagement with the two regions.

“The African travel market is a very important market for destination Barbados,” said Kyle Gittens, BTMI Director for Africa and the Middle East, during the Magical Kenya Travel Expo (MKTE) in Nairobi.

For travel agents, destination awareness is only one side of the equation. The bigger commercial hurdle is getting travellers there conveniently.

Connectivity remains the missing link

Kenyan passport holders can visit Barbados visa-free for stays of up to six months, removing one of the traditional barriers to long-haul leisure travel. But Kenya and Barbados do not currently have direct year-round air services.

Travellers typically connect through the United Kingdom or United States, routes that can introduce additional transit visa requirements. A seasonal option through Amsterdam on KLM, available between October and April, provides another routing.

That connectivity gap has become one of BTMI’s priorities as it works with tourism and aviation partners to make the destination easier to sell in Africa.

There are signs of progress elsewhere on the continent. Air Peace launched scheduled direct service from Lagos to Barbados in May, with its inaugural commercial flight carrying more than 284 passengers aboard a Boeing 777. The airline describes the route as the only direct air link between West and Central Africa and the Caribbean.

The development offers a glimpse of what improved Africa-Caribbean connectivity could mean for tourism flows.

For Kenya, a more convenient connection would strengthen the proposition being taken to market by travel agents. Barbados combines beach tourism, heritage, festivals, gastronomy and cultural experiences, while also providing onward opportunities to explore the wider Caribbean.

Travel agents are key to converting interest into bookings

The partnership with KATA is particularly significant because destination marketing ultimately has to translate consumer interest into bookings.

Travel agents sit at that conversion point, advising travellers on air connections, accommodation, itineraries, entry requirements and the practicalities of visiting a destination that may be unfamiliar to the Kenyan market.

By working through KATA, BTMI can engage Kenya’s organised travel agency network through destination education, trade engagements and market-development activities, while gathering feedback on the barriers Kenyan travellers face when considering Barbados.

The strategy comes as destinations increasingly recognise that technology may have changed how travellers research trips, but the travel trade continues to play an important role, particularly for complex and emerging long-haul markets.

Kenya as an African tourism gateway

BTMI’s decision to build its presence in Nairobi also reflects Kenya’s broader position as an aviation and tourism hub for East Africa.

Barbados is working with the Kenya Tourism Board to explore closer cooperation and the exchange of tourism expertise, alongside its engagement with KATA and other industry bodies.

The opportunity is potentially two-way. Stronger links could encourage more Kenyans to explore Barbados and the Caribbean while exposing Caribbean travellers and travel businesses to Kenya’s tourism offering.

The challenge will be turning diplomatic goodwill, cultural connections and rising consumer curiosity into sustainable passenger volumes.

For now, the numbers are moving in the right direction. A 38 per cent increase in arrivals from Africa and the GCC gives Barbados reason to invest further in the market, while the growth in Kenyan visitors suggests demand can be developed.

For KATA and BTMI, the next phase will therefore be less about simply introducing Barbados to Kenya and more about building the trade relationships, destination knowledge and connectivity required to make the Caribbean commercially sellable to Kenyan travellers.

As Gittens put it: “When you visit Barbados, you feel like you’re home away from home.”

Source: The Standard

Airlines flying across East Africa could soon be able to take more direct routes through the region’s airspace, potentially cutting flight times, fuel consumption and operating costs – savings that could eventually help ease pressure on passenger fares.

Aviation authorities and airlines are working towards wider adoption of Free Route Airspace (FRA) and User Preferred Routes (UPRs), systems that allow aircraft to fly more efficient routes between designated points instead of relying entirely on fixed air traffic corridors. Aircraft using such routes remain under air traffic control.

The push comes as African airlines grapple with some of the world’s highest operating costs, particularly fuel expenses.

The African Airlines Association (AFRAA) has been working with aviation authorities and airlines to expand the use of Free Route Airspace and User Preferred Routes across the continent.

By August 2025, Ethiopian Airlines, Kenya Airways, EgyptAir, Royal Air Maroc, RwandAir and ASKY Airlines had received approval to use User Preferred Routes covering 30 city pairs.

AFRAA estimated that the routes could save airlines more than 1,393 flight hours and 5,000 tonnes of fuel annually, translating into about $15 million in fuel-cost savings and preventing approximately 16,000 tonnes of carbon dioxide emissions.

Gaoussou Konate, AFRAA’s Director of Technical and Operations, said the association launched Free Route Airspace trials with financial support from Afreximbank.

“On 2nd of November 2023, Ethiopian Airlines and Kenya Airways operated the first flights outside their route networks, and along User Preferred Routes, from Addis Ababa to Abidjan and from Nairobi to Accra, respectively,” Konate said.

User Preferred Routes became operational in Western and Central Africa in October 2025. Attention has since shifted to Eastern and Southern Africa, where three airlines participated in trials between June and September 2026.

“By the close of the workshop, it was agreed to set January 21, 2027 as the date for the operationalisation of the UPR in ESAF,” Konate said.

If implemented as planned, the system would allow participating airlines operating across Eastern and Southern African airspace to increasingly choose more efficient flight paths.

Trials show potential savings

Results from the latest trials provide a clearer indication of what airlines could gain from more direct routing. Between July 1 and September 15, 2026, three participating airlines operated 2,189 flights using User Preferred Routes, according to Konate.

“Together, those flights saved about 8,000 minutes of flight time, 1,218 tonnes of fuel, and 3,838 tonnes of carbon dioxide,” he said.

AFRAA estimates the financial savings at about $900 (Sh116,550) per flight, equivalent to approximately $2 million across the 2,189 trial flights.

The results, however, vary from one route to another.

“These are averages across trial flights. Savings on an individual route depend on how much the approved trajectory shortens the flight and on weather and traffic conditions,” Konate said. “They should not be treated as a guaranteed result for every East African flight.”

For airlines operating eligible routes frequently, however, even relatively small savings on each flight could accumulate into significant reductions in annual operating costs.

That could be particularly important in Africa, where airline costs remain comparatively high.

Konate cited International Air Transport Association figures showing that, in its 2024 comparison, aviation fuel prices in Africa were around 17 per cent above the global average, while fuel accounted for about 40 per cent of African airlines’ operating costs.

Will passengers pay less?

The bigger question for travellers is whether lower operating costs will eventually translate into cheaper tickets.

Konate said more efficient routes could help airlines become more cost-efficient and potentially offer more competitive fares over time.

But he cautioned against expecting an immediate or proportional reduction in ticket prices.

“A reduction in flight costs does not, however, produce an equivalent or immediate reduction in ticket prices,” he said.

Airfares are determined by several factors beyond fuel consumption, including passenger demand, available seat capacity, taxes, airport charges, passenger service fees and other airline operating costs.

Airlines could therefore use savings generated from shorter routes to absorb increases elsewhere, maintain existing services, strengthen profitability or improve operational reliability rather than immediately cutting fares.

“Wider, sustained use of more direct routes would give those savings a better chance of benefiting passengers in the medium- to long-term,” Konate said.

That means passengers may not necessarily see a direct Sh116,550-per-flight saving reflected immediately in ticket prices.

But if airlines consistently spend less on fuel and flight time across hundreds or thousands of journeys, the resulting efficiency could reduce some of the cost pressure that keeps African airfares high.

Which flights stand to gain most?

Not every route will benefit equally.

“Flights that currently take substantial detours around fixed routes or across flight information region boundaries are likely to see the largest savings on each journey,” Konate said.

The actual benefit will depend on how much shorter the approved route is, as well as prevailing weather and air traffic conditions.

Source: airlines.africa

Can African aviation become a stronger engine for growth, tourism and regional integration? That is the message from the International Air Transport Association (IATA), which has called on African governments to view air transport as strategic economic infrastructure.

Currently meeting in Addis Ababa, Ethiopia, for its Focus Africa conference, the organization says a better-coordinated aviation strategy could support jobs, facilitate trade, boost tourism and improve connections between African countries. However, IATA points to several persistent obstacles, ranging from operational safety and ticket prices to taxation, charges, energy sustainability and travel formalities.

“Aviation is economic infrastructure for Africa. Its value lies in the long‑term benefits it delivers,” said Kamil Alawadhi, IATA’s regional vice president for Africa and the Middle East. According to him, “an aviation strategy focused on safety, cost-competitiveness, energy security/sustainability, and ease of doing business will create jobs, enable trade, support tourism, and further regional integration.”

IATA is therefore promoting an approach in which aviation is not simply viewed as a sector to be taxed, but as a development tool. “The prosperity this generates will allow governments to push forward social and economic development more durably than any tax that might be collected from travelers,” Alawadhi added.

An aviation strategy built around four priorities, including easing visa requirements

In its statement, IATA calls on African governments to take action in four main areas.

The first is aviation safety, an area in which the continent has made progress, although the gap with the global average remains significant. The organization says Africa’s accident rate fell from 12.13 to 7.86 per million sectors between 2024 and 2025, while remaining above the global average of 1.32.

The second priority is cost competitiveness. IATA estimates that taxes and charges imposed by governments and infrastructure providers are about 15% higher in Africa than the global average. It points in particular to certain API-PNR passenger data charges, as well as the decision taken by ECOWAS in December 2025 to eliminate air transport taxes and reduce certain charges by 25%.

The third priority concerns ease of doing business. IATA highlights the issue of blocked funds, meaning airline revenues that cannot be freely repatriated. According to the organization, African countries account for the largest share of blocked airline funds worldwide, with $774 million affected at the end of March 2026.

In particular, IATA devotes part of its appeal to reducing the burden of visa requirements.

The organization notes that nearly half of all intra-African trips still require a visa before departure, a situation that limits regional mobility, tourism and economic integration. According to IATA, countries that have eased their requirements have seen stronger tourism flows, more resilient air links and greater use of regional air services.

Formalities that also weigh on African airlines

This position echoes recent calls from the African Development Bank and the African Union Commission in favor of a visa-free Africa.

At a symposium held on the sidelines of the 39th African Union Summit in February, participants said restrictive visa regimes continued to hamper trade in services, investment flows, tourism and labor mobility, even as the African Continental Free Trade Area aims to facilitate trade. They also stressed that free movement would require harmonized migration policies, digital identity systems, border infrastructure and sustained political commitment.

Mesfin Bekele, group CEO of Ethiopian Airlines, said that more than 35% of passengers traveling between Africa and the rest of the world are carried by non-African airlines, while African carriers account for only about 30% of that market share. In his view, easing travel formalities could therefore help rebalance part of that dynamic. “Lifting visa requirements would significantly increase the number of Africans traveling within the continent, thereby creating stronger demand for intra-African air services,” he said.

Ras Mubarak, who leads the Trans-Africa Tourism and Unity Campaign, urged governments to accelerate ratification of the African Union Protocol on the Free Movement of Persons and to project a more positive image of the continent. He said that only four African countries — São Tomé and Príncipe, Rwanda, Nigeria and Mali — have ratified the protocol. “If we are serious about a visa-free Africa by 2030, more countries must lead by example,” he said, citing Ethiopia, Kenya, Nigeria, Egypt and South Africa as key players.

Beyond traveler mobility, Ras Mubarak also presents free movement as an economic issue. “When people move freely, governments may lose some visa fees, but this is offset by hotel occupancy, trade activity, and the jobs created,” he explained. “A dollar spent outside Africa is a dollar impoverishing our people and costing African youth employment.”

The issue, then, is not only about making tourist travel easier. For IATA, as well as for several African stakeholders in aviation and regional integration, reducing visa barriers should also allow entrepreneurs, investors, professionals and economic operators to move more easily within the continent.

High costs weighing on connectivity

For IATA, visa restrictions add to other obstacles affecting African connectivity.

The organization also points to the pressure that taxes, regulatory fees and certain administrative charges place on final ticket prices. In a market where intra-African demand remains fragile, these costs can limit the opening of new routes or weaken existing ones.

IATA is therefore calling for a more competitiveness-friendly approach to make air travel more accessible. According to the organization, less costly and more seamless aviation would support trade, business travel and regional tourism, while strengthening the continent’s economic integration.

The final part of IATA’s appeal focuses on sustainability and energy security.

The organization says Africa has significant potential to produce sustainable aviation fuels, particularly from agricultural residues, forestry waste and municipal waste. It notes that sub-Saharan Africa could supply up to 106 million tons of suitable feedstock for sustainable fuel production by 2050.

IATA is also urging African governments to become more involved in CORSIA, the international mechanism designed to manage aviation’s climate impact. According to the organization, the continent could benefit from this framework by generating climate finance, provided the necessary policies and infrastructure are put in place.

Source : airlines.africa

Dubai is heading into the final months of 2026 with tourism showing a strong recovery, as international visitor numbers and hotel performance continue to improve following a difficult first half of the year.

The latest figures from Dubai’s Department of Economy and Tourism (DET) show that the emirate welcomed 6.97 million international overnight visitors between January and August 2026. August alone recorded approximately 869,000 visitors, the highest monthly figure since February, with visitor numbers recording double-digit month-on-month growth since March.

The recovery is also visible across the city’s hotel sector. Hotel occupancy reached 66% in August, up from 36% in March. By the end of August, Dubai had almost 149,000 hotel rooms, while hotels recorded 21.61 million occupied room nights during the first eight months of the year.

The turnaround is significant after a disrupted first half of the year, when regional instability affected aviation and hotel demand. The restoration of international air connectivity has been central to Dubai’s recovery, allowing the destination to reconnect with its major source markets as travel demand strengthens.

Dubai’s diversified visitor base is another factor supporting the rebound. Between January and August, Western Europe accounted for 20% of international visitation, followed by South Asia at 17%, the GCC at 16%, and CIS and Eastern Europe at 14%. The spread across markets gives the destination multiple sources of demand rather than leaving it heavily dependent on one region.

Africa remains an important part of that mix. The continent generated approximately 897,000 visitors, or 5% of Dubai’s international arrivals, in 2025, when the emirate welcomed a record 19.59 million international overnight visitors, up from 18.72 million in 2024.

For the East African travel trade, Dubai’s relationship with the region is increasingly commercial as well as consumer-driven. In July, Dubai’s Department of Economy and Tourism held its annual tourism trade roadshow in Nairobi, bringing together more than 130 travel agents, tour operators, airlines and tourism stakeholders to strengthen destination partnerships and sales opportunities.

That trade relationship is supported by a tourism product that can be packaged for very different travellers. Dubai combines beaches and desert experiences with family entertainment, shopping, gastronomy, wellness, culture and business events, allowing agents to build itineraries around short breaks, family holidays, honeymoons, luxury travel and corporate trips.

Its hotel market adds another layer of flexibility. Dubai recorded 80.7% average hotel occupancy in 2025, generating 44.85 million occupied room nights. The average daily rate stood at AED579, while revenue per available room increased 11% to AED467, highlighting the strength of the destination’s accommodation sector.

For African travel professionals, the attraction therefore extends beyond Dubai’s familiar skyline and luxury positioning. Strong connectivity, extensive accommodation capacity, a wide range of experiences and a year-round events calendar give agents multiple ways to sell the destination across different customer segments.

The momentum comes after Dubai recorded its first month with more than 2 million international visitors in December 2025, giving the emirate a record base from which to enter 2026. With visitor numbers now recovering and the peak winter travel period approaching, Dubai is seeking to turn that momentum into another strong season.

For African travellers and the trade that serves them, the message is increasingly clear: Dubai is not relying on a single tourism product. It is selling a complete destination — and its latest visitor and hotel figures suggest that proposition continues to attract demand.

Uganda has removed the requirement for international travellers to present a Yellow Fever vaccination certificate when entering the country, ending a long-standing entry requirement that has been an important consideration for travel agents and visitors planning trips to Uganda.

The change was formally confirmed on 2 October by Uganda’s National Citizenship and Immigration Control (NCIC), which said a Yellow Fever vaccination certificate is no longer required for entry. The requirement is also no longer listed on Uganda’s e-visa application portal or the NCIC website.

The clarification follows reports earlier this week that the requirement had been dropped. The decision followed communication from Uganda’s Ministry of Internal Affairs and the National Citizenship and Immigration Control.

For the travel trade, the move removes one of the documentation requirements that agents have traditionally had to flag when preparing clients for travel to Uganda. Travellers who previously needed to carry proof of vaccination to satisfy Uganda’s entry rules will no longer need to present the certificate at the border.

The change could also simplify pre-travel advice and reduce the risk of passengers arriving without documentation that had previously been treated as a condition of entry. This is particularly relevant for regional travel within East Africa, where travellers frequently move between Kenya, Uganda, Tanzania and other destinations.

However, the change should not be interpreted as a general suspension of Yellow Fever vaccination requirements across the region. Other countries may continue to require proof of vaccination depending on a traveller’s origin, transit history or destination. ATCNews, for example, noted that Seychelles continues to apply Yellow Fever requirements to some travellers arriving from Africa, including those transiting through Nairobi or Addis Ababa.

For travel agents, the immediate priority is therefore to update client advisories and booking checklists for Uganda while continuing to check the latest airline and destination-entry information for onward journeys. The Uganda immigration authority has directed travellers requiring further clarification to its Public Relations Office.

The development comes as Uganda continues to position itself as a destination for international leisure, business and regional travel. Removing an additional entry-document requirement could make the country marginally easier to access, particularly for short-notice and regional travellers.

Travel trade note: Uganda’s immigration authority has now officially confirmed that a Yellow Fever vaccination certificate is not mandatory for entry into Uganda. Agents should nevertheless verify current airline/Timatic requirements where applicable, particularly for itineraries involving onward travel or transit through other countries.

Source : atcnews.org