The military regime that emerged from a coup in Niger decided on Monday to reopen its airspace to commercial flights, which had been closed since 6 August, according to the official Niger News Agency (ANP).

“The airspace of the Republic of Niger is open to all national and international commercial flights”, said a spokesman for the Ministry of Transport, quoted by the ANP, adding that ground services had also resumed.

“Airspace is still closed to all operational military flights and other special flights, which are only authorised subject to prior authorisation from the competent authorities”, he added.

On 6 August, Niger announced the closure of its airspace “in view of the threat of intervention from neighbouring countries”, as the Economic Community of West African States (ECOWAS) threatened military intervention to restore the elected president Mohamed Bazoum, who was overthrown by a coup d’état on 26 July.

Niger’s land and air borders were closed by the military the day after they took power, then reopened with five neighbouring countries on 2 August: Algeria, Burkina Faso, Libya, Mali and Chad.

However, some flights with special authorisations were able to continue to serve Niamey airport, the country’s capital.

Niger continues to suffer from the sanctions imposed on the country by ECOWAS to bring the ruling military to heel. 

The UN has warned that regional sanctions and the closure of borders are “greatly affecting Niger’s supply of vital food and medical supplies”

Source: Africa News

Africa accounts for 18% of the global population, but just 2.1% of air transport activities including cargo trade.

Infrastructure constraints, high costs, lack of connectivity, regulatory impediments, slow adoption of global standards and skills shortages affect the customer experience and are all contributory factors to African airlines’ viability and sustainability. The continent’s carriers suffered cumulative losses of $3.5bn in two years from 2020, decimated by the Covid-19 pandemic. Moreover, International Air Transport Association (IATA) estimates further losses of $213mn in 2023.

Obviously, a huge gap exists between Africa’s demand and supply. IATA points out that the continent can benefit from the connectivity, jobs and growth that aviation enables if that gap is closed.
Recently, the African Airlines Association (AFRAA) announced that it is joining ‘Focus Africa’, an IATA initiative, which is aimed at strengthening aviation’s contribution to Africa’s economic and social development and improve connectivity, safety and reliability for passengers and shippers.

This initiative will align private and public stakeholders to deliver measurable progress in six areas.
Under Focus Africa, private and public stakeholders are committed to delivering measurable improvements in six critical areas – safety, infrastructure, connectivity, finance and distribution, sustainability, and skills development.

“AFRAA strengthens the Focus Africa coalition as we work to increase aviation’s role in Africa’s development. This has enormous promise. The continent is home to the world’s most rapidly growing population but accounts for just 2% of air passenger and cargo transport activity.

“The road to realising aviation’s potential will be long. But with the strong partnerships committed to Focus Africa, we can, and we will realise the needed change,” said Kamil al-Awadhi, IATA’s regional vice-president (Africa and the Middle East).

“The tasks for Focus Africa are not new. Work is already underway as part of the work of IATA and other stakeholders in Africa. But after the financial trauma that the pandemic brought to African aviation, we are at a unique time of rebuilding. By launching Focus Africa now, we can ensure that the recovery from Covid-19 moves aviation to an even better place than we were in 2019,” al-Awadhi added.

Sustainably connecting the African continent internally and to global markets with air transport is critical for bringing people together and creating economic and social development opportunities.

It will also support the realisation of the UN’s Sustainable Development Goals (UN SDGs) for Africa of lifting 50mn people out of poverty by 2030.

In particular, trade and tourism rely on aviation and have immense unrealised potential to create jobs, alleviate poverty, and generate prosperity across the continent.

Africa has a solid foundation to support the case for improving aviation’s contribution to its development. Pre-Covid aviation supported 7.7mn jobs and $63bn in economic activity in Africa. Projections are for demand to triple over the next two decades.

In Africa, IATA has identified six critical focus areas that will make a positive difference for the continent’s aviation in particular and economy in general.

“The limiting factors on Africa’s aviation sector are fixable. The potential for growth is clear. And the economic boost that a more successful African aviation sector will deliver has been witnessed in many economies already. With Focus Africa, stakeholders are uniting to deliver on six critical focus areas that will make a positive difference. We will measure success and need to hold each other accountable for the results,” noted Willie Walsh, IATA director general.

Undoubtedly, Africa continues the path to recovery from the Covid-19 crisis. Air cargo is 31.4% over 2019 levels and air travel is 93% of 2019 levels. Full recovery for air travel is expected in 2024.

Source: Gulf-times

Aviation experts are meeting in Kenya this week to examine methods to improve security and safety for Africa’s airlines and airports.

Beyond those topics, the eighth meeting of the International Civil Aviation Organization (ICAO) will also involve discussions on air transport facilitation and sustainability in Africa.

The principal secretary for Kenya’s department of transport, Mohamed Daghar, told the conference that Kenyan airports now have technology for security measures that make travel for passengers both safe and smooth.

“We now have in place the prerequisite infrastructure and capabilities to fully participate in ICAO’s public key directory, the advanced passenger information and the passenger name record,” Daghar said. “This will see Kenya join the global community in making the passenger journey seamless.”

ICAO President Salvatore Sciacchitano said Africa must prepare for increased air traffic in the coming months, hence the need to improve the safety of airports and passengers.

“It’s important to acknowledge that states are more prosperous when they are better connected and that nothing can connect Africa as efficiently and as reliably as air transport,” Sciacchitano said.

He added that the industry is still recovering from the COVID-19 pandemic but that global traffic is expected to reach 2019 levels by the end of the year.

“The prospect for Africa in this respect is remarkable,” Sciacchitano said.

Africa’s air transport sector was hit hard by the global pandemic, which led to lockdowns and countries issuing strict health measures to combat the infection. Aviation experts say the measures taken to subdue COVID-19 have made it difficult for the airlines and people to move freely, leading to a loss of income.

Even as air traffic picks up, experts say security risks have evolved, and now airlines face threats from insiders, terrorism, human trafficking, inadequately documented passengers and contraband smuggling.

The Transportation Security Administration, a U.S. government agency, invested in Kenya’s international airport to improve security and train staff, increasing the effectiveness of passenger screenings.

The agency’s administrator, David Pekoske, told the aviation conference to work together to deal with security threats.

“Over the next few days, I encourage all of us to not only listen to the best practices and effectiveness that can be sustained but ultimately to collaborate on enhancing the effectiveness of the global civil aviation system,” Pekoske said. “Success’s mission is directly dependent on the cooperation between a myriad of partners. I believe it’s people, partnership and technology that make a difference.”

More than 300 delegates from international and African civil aviation agencies are attending the conference in Nairobi, which ends Friday.

Source: VOA

Although there is a vast amount of literature on airline business models and their evolution in changing global landscapes, there is a general lack of research into the applicability of those models, traditionally defined in European and North American contexts, to the African scene.

Implicit in this study is the hypothesis that the African environment is unique enough to warrant its own host of strategies, which may be distinctive enough to form part of a new strategic template, or business model.

Initially, a review of existing literature is undertaken to profile the African aviation environment and evaluate existing airline business models and their evolution, both globally and in Africa. The methodology consists firstly of a cluster exercise, whereby 57 African airlines are analysed in terms of their network and size, to yield a number of heterogeneous groups which serve to identify the current business models of airlines on the continent.

Following this, eight airlines (representative of the groups outlined in the cluster analysis) were subsequently selected for analysis in terms of the Product and Organisational Architecture framework. While it was evident that the traditional models are followed in Africa, in some instances variations were apparent.

Full-service network carriers and regional carriers were concluded as being the most prominent and stable in the African market. The applicability of the low-cost carrier model in Africa was also examined at length, with mixed results. The analysis also raised network density and connectivity as essential components of business models for delivering profits in an African context.

The operating environments in which airlines find themselves are far from homogeneous. The diversity of policies, geographies and economies across the world imply a need for a set of bespoke strategies, which can be represented in broad templates or business models designed to respond to the challenges presented by specific operating environments. This paper will aim to examine the most sustainable of such business models in the African context, by first identifying the current business models pursued by airlines on the continent, followed by a study of their sustainability from 2 key perspectives: market presence and Product and Organisational Architecture (as used by Mason and Morrison (2008)).

Implicit in this research is the hypothesis that the African environment is unique enough to warrant its own host of strategies, which may be distinctive enough to form part of a new strategic template or business model. In the context of African aviation, chief bodies of research centre on the impact of liberalisation on the continent (Chingosho, 2009, ICAO, 2003, Morrison, 2004, Schlumberger, 2010, United Nations Economic Commission for Africa, 2001), with limited reference to the evolution of airline strategies in response to these developments.

Source: The Point

Kenya Airports Authority (KAA) is taking forward-looking measures, needs-based actions and overarching guidelines such as digitization, technology solutions and sustainability to enhance connectivity and strengthen the Nairobi hub while effectively managing competition.

Managing Director of KAA, Alex Gitari, said: “The strategy highlights the priority placed on route development and actively collaborating with airlines to establish new air connections and increase frequencies on existing routes. This approach recognizes the importance of attracting more airlines and passengers to solidify Nairobi’s position as a key gateway to Africa and a vital link in the global aviation network.”

KAA has taken several measures boost its post pandemic business recovery including friendly health and safety protocols to ensuring passenger confidence and maintaining a safe travel environment.

Gitari underlined those collaborative efforts help streamline operations, address challenges, and create a unified approach to revive the industry.

He said that KAA continues to invest in infrastructure development and expansion projects to meet future demand and enhance passenger experience.

“KAA has formulated a comprehensive development plan for various airports in the country. The strategy includes the construction of passenger terminal buildings at multiple airports, including Jomo Kenyatta International Airport (JKIA), Wilson, Ukunda, Migori, Kitale, and Nanyuki. Additionally, there are plans for the development of JKIA’s second runway, taxiway, airfield lighting system, and an aviation rescue and firefighting centre”, Gitari said.

Moi International Airport will undergo ground and slope stabilization for environmental and safety enhancement, while Wilson Airport will see improvements to its runway and apron. Eldoret International Airport is set for a runway extension and cargo apron expansion, and Isiolo Airport will undergo runway and apron extension.

Other priorities include the installation of perimeter and security fencing at JKIA, water reticulation at the airport, construction of parking silos at JKIA and Wilson, and the establishment of solar farms at JKIA, Kisumu International Airport (KIA), Eldoret International Airport (EIA), Wajir Airport, and Isiolo Airport. Additionally, land acquisition efforts are underway in Malindi and Ukunda.

“These development projects reflect KAA’s commitment to improving infrastructure, enhancing safety, and expanding operational capabilities at various airports throughout Kenya and connect efficiently to the aviation global circuit. “

KAA has also invested in digital solutions to streamline processes and reduce physical contact points through online check-in, touchless technologies at the new rehabilitated T1BC, and self-service kiosks at JKIA.

“As a prominent player in the African aviation industry, Kenya will continue to play a leading role in unlocking the continent’s possibilities by actively supporting and participating in the implementation of SAATM.”

“By prioritizing the expansion of air connectivity, Kenya will foster the growth of businesses, facilitate increased trade, promote tourism, and create ample travel opportunities for the burgeoning middle class and working population in Africa”, Gitari said. 

Kenya Airports Authority is also firmly committed to supporting the realization of SAATM’s objectives and actively engaging with stakeholders to advocate for and amplify the benefits that SAATM can bring to the continent as well as exploring opportunities to diversify revenue streams beyond traditional aviation activities and providing training and consultancy services for capacity building within Africa.

KAA is also focusing on expanding its cargo and logistics capabilities to capitalize on the growing demand for efficient supply chain solutions. 

The growth of e-commerce which has accelerated during the pandemic is driving increased demand for air cargo services.

Source: Times Aerospace.  

Kenya and Somalia have signed a bilateral air services agreement handing a major boost to Kenya Airways that has been raring to launch flights to the country.

Transport Cabinet Secretary Kipchumba Murkomen said the deal now ‘opens’ the airspaces of the two countries for direct flights.

“This agreement means that airlines will be designated to fly to Mogadishu and Nairobi…but, this will depend on the designations that will be done by respective ministries across the country,” Murkomen said.

Speaking Wednesday during the signing of the agreement which followed months of negotiations with the Somalian authorities, the CS noted this will not only open door for the national carrier but also other airlines.

KQ, Murkomen stated, will now be required to write to the ministry for it to get the necessary air transport approvals.

The deal, he noted, with see the two countries support each other in terms of safety and security in the two airspaces.

It is anchored on traffic rights, frequency and capacity, code-share and the Technical Cooperation Agreement (TCA) between the countries.

“It makes us operate the way other civilised nations operate under the International Civil Aviation Authority and the Chicago convention that defines our relationship as countries on the use of airspace,” he added.

Kenya is a signatory to several air services agreements that facilitates how it designates airlines coming to the country.

The agreement states that on the frequency and capacity, the designated airlines of each party may operate seven weekly frequencies for passenger flights on specified routes while designated airlines operating cargo flights may operate unlimited frequencies. 

Technical cooperatives require that the Kenya civil aviation authority (KCAA) and Somali enhance cooperation on capacity building, personnel training and experience sharing. 

Kenya’s main exports to Somalia include miraa.

KQ’s approval to fly to Mogadishu has been pending for years now.

Somalia initially protested over Nairobi’s strict aviation rules that required stopovers in Wajir, in northeastern Kenya, for security checks.

The carrier suspended its plans to launch the flights to Hargeisa in Somaliland in May 2021 over what it termed as a lack of requisite “clearance and approvals”.

“We currently do not have any flights in operation, contrary to information circulating on social media,” Kenya Airways said in a statement.

Source: The Star

Russia-Africa negotiations have produced positive results for the respective aviation sectors.

Russia has agreed to develop aviation in Africa and is boosting its cooperation with African states, including Ethiopia and Tanzania, by signing new air services agreements. Russian authorities met with various African stakeholders at the second Russia-Africa summit in St. Petersburg.

Russia-Ethiopia aviation development

During the summit, Russia’s Deputy Minister of Transport Igor Chalik and Ethiopia’s Deputy Minister of Foreign Affairs signed an agreement to develop the air transport line between the two countries. The states previously had an air communication agreement dated March 26, 1977, which will be terminated under the new deal.

The newly signed agreement aims to establish efficient and regular air transport services between Russia and Ethiopia, to boost trade and economic development. Additionally, it includes enacting legislation regarding national carriers, recognition of airworthiness certificates, and cooperation in ensuring flight safety standards in line with International Civil Aviation Organization (ICAO) standards.

Ethiopia’s flag carrier Ethiopian Airlines already has a regular service to and from Russia. It operates four weekly nonstop flights from Addis Ababa Bole International Airport (ADD) to Moscow Domodedovo (DME) with the Boeing 787 Dreamliner. Conversely, no Russian carriers are operating flights on this route.

Agreement with Tanzania

Russian authorities have also negotiated a new deal with Tanzania to strengthen their aviation ties and rejuvenate air transport activity in the post-pandemic era. Following a successful meeting in Moscow, the two governments negotiated a new Bilateral Air Services Agreement (BASA), noting that the previous ones had been severely affected by the pandemic.

According to the Tanzania Civil Aviation Authority (TCAA), the new agreements will give the designated airlines of Tanzania access to three entry points in Russia, namely Moscow, St Petersburg, and Yekaterinburg. This is a noteworthy improvement from the previous BASA, which only allowed access to the capital.

Similarly, the designated Russian carriers will be given access to three entry points in Tanzania, i.e., Dar es Salaam (DAR), Zanzibar (ZNZ), and Kilimanjaro (JRO). The negotiations also included provisions for codesharing, as both parties highlighted its importance for maximizing airline yields.

Traffic rights

Beyond codesharing, the negotiations also involved discussions on the employment of fifth freedom traffic rights by Russia and Tanzania’s designated airlines. Under the newly agreed terms, their carriers can fly to both countries and on to a third country upon mutual agreement by the respective civil aviation authorities.

Despite the current air services agreement, no airlines are operating commercial flights between these destinations. During the discussions, Russian authorities suggested a requirement for filing fares before the designated airlines can commence operations on the routes, but Tanzania heavily contested this, saying that it is “impracticable.” However, an agreement was reached, and the TCAA said in a statement;

As a result of the successful negotiations, a Memorandum of Understanding (MoU) was signed by the Heads of Delegation from both parties. The final signing of the BASA will occur once the necessary institutional procedures of both Governments have been completed.”

Airline representatives from Air Tanzania Company Limited (ATCL) and Precision Air were among the Tanzanian delegation that flew to Moscow. ATCL Managing Director Ladislaus Matindi told The Citizen that the new agreement could provide more business opportunities, and the company will assess the market trends before deciding to fly to Russia.

Source: Simple Flying

CNN — Some 40 kilometers south of the Rwandan capital of Kigali in the Bugesera District, construction vehicles and high-visibility vests swarm across an arid expanse of land.

Here, two strips of tarmac are the cornerstone of a $2 billion airport, whose developers want it to be the jewel in the crown of Africa’s aviation industry.

Slated for completion in 2026, the new facility will boast a 130,000-square-meter main terminal building capable of accommodating 8 million passengers a year, a figure expected to rise to over 14 million in the following decades. Adjacent will be a dedicated cargo terminal, capable of accommodating 150,000 tons of cargo a year.

It’s a significant upgrade on the existing Kigali International Airport, which is set to remain operational for special arrivals, some chartered flights, and a pilot training school.

Pre-pandemic, the airport was shuttling close to 1 million passengers annually, but its geographic limitations – perched on top of a small hill and surrounded by human settlements – meant a move was necessary to allow expansion.

“I’m amazed, it’s like a dream come true to see the impact and magnitude of this project to the population,” said Jules Ndenga, CEO of Aviation Travel and Logistics Holding, the Rwandan government-owned company that is overseeing construction.

“We are really impassioned to see the efforts completed and starting operations.”

Qatar Airways will have a 60% ownership of the new airport. The Middle Eastern airline will also acquire 49% of shares in the African country’s flag carrier airline, Rwandair, offering access to over 65 locations around the world.

It is a partnership that intended to help Rwanda – landlocked in the center of Africa – achieve its aim of becoming the continent’s centerpiece for air travel. “The main objective of this effort is basically to make sure that Rwanda becomes an African hub where everyone will be transiting either for tourism, but also for business and different industries,” Ndenga added.

“The impact will be in terms of providing a platform for all the economic life of the country to develop sustainability. We see that as not only an impact on the economy but in the neighborhood … we know that this area will become a satellite city of the city center.”

Connection complications

Yet benefits could spread far beyond Rwanda’s borders. The arrival of the new airport will help chip away at the critical problem of a fragmented network of routes that means passengers often have to travel via Europe or the Middle East when flying between African countries.

A lack of connections across the continent is grounding Africa’s untapped potential in the aviation business. Despite boasting 16.75% of the world’s population with 1.4 billion people, the continent has less than 4% of the global air market, according to a 2018 report by the Single African Air Transport Market – an initiative set up by the African Union.

For RwandAir CEO Yvonne Manzi Makolo, the problem of connectivity presents the “biggest challenge” to the African aviation industry.

“The continent is huge, it’s vast, but it’s difficult and unpredictable traveling within it … and it’s extremely expensive,” Makolo said.

“What what’s making it more challenging is the conditions of operating within the African continent. The cost of operations is so much more, whether it’s airport fees, whether it’s ground handling, parking, overflight (flying from one country’s airspace to another’s) – everything is much more expensive. Sometimes up to 50% more than in the Middle East and Europe, which makes the ticket prices even more expensive and makes (some) routes unviable.”

Solutions

But solutions are touching down, starting with the Single African Air Transport Market (SAATM).

First proposed in 2018, if implemented the policy would create a single market for African aviation, facilitating the free movement of people, goods, and services. The continent currently operates under bilateral air service agreements, a highly restrictive policy that makes it difficult to open new routes.

So far, just 35 of the 55 African states have signed up for SAATM. Secretary General of the African Airlines Association Abderahmane Berthe, heavily involved in the policy’s implementation, believes more will follow.

“Since 2018 all the stakeholders of the industry are working to make it happen,” Berthe said.

“Liberalization is not an easy subject – even in other regions, it took a lot of time. So, we are working on it. What is missing is the willingness of states to really implement it.”

A new single market would dovetail with the African Continental Free Trade Area (AfCFTA). Coming into force in 2021, AfCFTA eliminates tariffs and other non-tariff barriers to allow easier movement of trade and people between the continent’s countries.

It is set to increase intra-African trade to an estimated 52%, according to Kenya Airways CEO Allan Kilavuka, who plans to work with other African airlines – such as South African Airways – to unite a “fragmented” industry.

“We have so many airlines in the continent. Most of them are not viable, truth be told,” Kilavuka said.

“We need to consolidate, so that you create bigger entities which are more economical from a scale perspective, and they can respond to high costs. They can together talk to suppliers and get more bargains when it comes to purchases, bringing down the unit cost of operation. Because of scale, they can then open up the African continent a lot more.

“The fragmented state which we are in is not going to make it.”

Source: CNN

As summer travel picks up, the pressing need to reduce waiting times for services like security and immigration checks at airports or even when picking up rental cars comes into focus. Undoubtedly, waiting in long queues for any procedure is one of the most frustrating moments for travellers.

The COVID-19 pandemic has also contributed to accelerating the adoption of contactless systems at airports, including biometric processing at key touchpoints such as immigration, security control, and check-in. This transition to touchless technology aims to minimize queuing and reduce overall airport wait times while ensuring a safer and more efficient travel experience.

According to IATA’s 2022 Global Passenger Survey (GPS), biometrics has established itself as a groundbreaking innovation in the travel industry, offering a promising solution to the perennial problem of long queues at airports. With an impressive 88% of passengers, who have used this service, expressing satisfaction with the overall biometric process, this technology has the potential to revolutionize the way we travel.

The survey also reveals that 75% of passengers are willing to use technologies employing biometrics as an alternative to conventional passports or boarding passes. This growing preference for biometric identification is driven by the desire to save time and avoid the hassle of queuing. In fact, 33% of passengers would prefer to complete immigration procedures before arriving at the airport, while 44% would like to expedite the check-in process.

Imaginable are situations where a simple identification document is presented at a terminal, and the system automatically verifies all the data. The necessary information is then made available to security personnel, and the journey can continue. This significantly speeds up the process and is also applicable in other areas, such as picking up a rental car or a key for a vacation rental.

At the forefront of this technological revolution is Signicat, a leading provider of digital identity. Their years of expertise in the field enable the optimization of processes such as identity verification and authentication. This, in turn, means faster, smoother, and safer services for both travellers and airports themselves.

Another notable advancement in biometric technology is video identification. Traditionally, the verification of passports was manually carried out by security personnel or immigration officers at airports, who checked the authenticity of the document. Biometrics improves this process, making it both safer and more efficient. The technology precisely verifies the authenticity of a passport, detects manipulations or forgeries, and significantly reduces processing time without compromising security.

Despite all the benefits, passengers have legitimate concerns regarding the use of biometric data. According to the survey, the biggest concerns are data loss due to security breaches, who has access to the data, and general apprehensions regarding the handling and storage of personal information. Demands for continuously improved measures to protect data and its access are a direct response from passengers.

The fear of data and information security is not unique to the travel industry but is a common concern among consumers. Signicat’s annual “Battle to Onboard” report discovered that 92% of respondents are worried about the amount of data they share with their bank when completing an application.

It is crucial to continue educating users about how these new technologies work and why they are important, both through local legislation in each country and at a global level. In Europe, for example, the protection of personal information and data privacy will always remain a high priority, regardless of the industry.

With the growing acceptance of biometric technology, airports have the opportunity to enhance the entire travel experience, leading to increased comfort and security. With companies like Signicat and other industry leaders driving innovations in this area, the times of never-ending queues and frustrating identity verification processes could soon become a thing of the past.

Source: Travel Daily Media