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OTTAWA (Reuters) - Canada’s hospitalizations are surging, intensive care beds are filling up, and COVID-19 variants are spreading as a third wave of the pandemic sweeps across much of the country, Prime Minister Justin Trudeau said on Tuesday.

“Around the world, countries are facing a very serious third wave of this pandemic,” Trudeau said at a news conference. “And right now, so is Canada.”

Reporting by Steve Scherer and David Ljunggren

An ambitious seven-volume encyclopedia captures the wealth of architectural wonders in 49 sub-Saharan African countries.

The wooden struts protruding from the facade of the Bobo Dioulasso mosque in Burkina Faso double up as scaffolding when required

The mirage-like Grand Mosque of Djenne in Mali could have very well have inspired Antonio Gaudi's renowned Sagrada Familia Cathedral in Barcelona. In Burkina Faso, the iconic Grand Mosque of Bobo-Dioulasso features conical towers dotted with wooden struts resemble spears from afar but which double up as scaffolding for repair works whenever necessary. 

These are but two of the numerous impressive buildings that first captivated Berlin-based architect and publisher Phillip Meuser. It was during his work trips to West Africa that Meuser discovered the richness and originality of sub-Saharan African architecture, which until then hardly got mention in specialist literature. 

Maison du Peuple in Qouagadogou

This sparked the idea for an exercise in superlatives: a 3,400 page, seven-volume sub-Saharan architectural encyclopedia with contributions from nearly 350 local and international authors covering the history and beauty of 850 significant buildings in 49 countries in Africa. 

Homage to West Africa's architectural diversity 

"The biggest challenge with this book project was striking a balance. We are based in Europe and perceive the region from Europe. We couldn't visit every place. We had to rely on many experts to support us," Meuser told DW in an interview. In his introductory essay, the architect first analyses the basic forms of African architecture. Traditionally, the architecture in sub-Saharan Africa is based on archaic building forms meant to protect against the weather, cold, and wild animals. A typical feature, for example, is large, overhanging roofs that protect against heavy rain. And clay is often used in West African architecture, especially in regions with minimal rainfall.

From straw huts to modernism

The general assumption in Europe is that the clay, straw or round hut remains the basic form of building in Africa. However, during the colonial period, European colonial powers like France or Great Britain erected numerous administrative buildings, where many metropolises resembled western-style cities. Classicist buildings, Gothic churches and rural dwellings mostly mirrored European building culture.

A clash of cultures: the train station in Dakar, Senegal reflects colonial times

From the 1960s onwards, Tropical Modernism developed in the wake of independence, expressing the climatic conditions in forms of architectural openness that were oriented towards the design asceticism of post-war modernism in Europe.

Besides this historical dimension, the focus is on the near future, particularly marked by ecological issues and immigration to the metropolises. The urban population of some African metropolises are projected to almost double in the next 30 years, with more than 400 million people expected to flock to the cities. 

Nevertheless, the cityscape of metropolises such as Lagos, Bamako or Luanda tends to be flat, with hardly any high-rises. "Cities in sub-Saharan Africa are mostly a collection of many neighborhoods, of villages. I don't want to describe this in a judgmental way: it is a community of houses that have not grown upwards, but have remained in the area," explains Meuser.

Cookie-cutter architecture or prestige projects?

A modern touch: a former bank building in Bissau, the capital of Guinea-Bissau

China's involvement in African architecture in recent decades is also striking. Besides numerous sports arenas, entire cities, railway lines and airports have been built by Chinese construction companies. Many of these buildings could very well be standing in either China or North Korea, their architecture seemingly out of place here. This not entirely altruistic infrastructure support is compensated with raw material deliveries and mining rights. Meuser, however, views this as a new form of colonialism.

He cites the large-scale, Chinese built housing project in Kilamba, a satellite town located 30 km (17 miles) south of Luanda in Angola. "Aerial photos show that it is a cookie-cutter city with individual neighborhoods only distinguished by the different colors on their facades. Some of the houses are ten storeys high. A completely foreign city typology." For a country like Angola, such a large-scale project for 500,000 people is a welcome prestige project that signals economic attractiveness and is meant to invite investors. The only thing African about this property, though, is its geographical location, not its inspiration.

Nova Cide de Kilamba, designed by Chinese firms, in the Kilamba district of Luanda, Angola

Eco-cube: sustainable market building in Addis Ababa 

The Lideta Mercato shopping center in Addis Ababa, Ethiopia, designed by Xavier Vialta, looks like a chunk of Swiss cheese.

There are nevertheless impressive building projects that combine local traditions with sustainable concepts. Located in Addis Ababa, Ethiopia, the Lideta Mercato is a roofed market conceptualized by Spanish architect Xavier Vilalta. The white building's facade is punctuated with square openings, inspired by the geometrical prints of Ethiopian women's traditional dresses. Like the maw of a giant whale, the fascinating entrance leads into an intricate labyrinth of stairs. Large solar panels on the roof and a rainwater harvesting system make this an ecologically ambitious self-sustaining building. 

Mixing tradition and innovation

The majority of sub-Saharan building projects, however, focus more on fundamental issues. Architect Francis Kere, who hails from Burkina Faso, attracted a lot of attention with his opera village project in Laongo. The building and cultural project initiated by German theatre director, Christoph Schlingensief, is still considered a model for the African architectural scene. It combines proven building concepts such as permeable facades and protruding roof structures that allow for natural ventilation. What is also remarkable about this project is the basic idea of involving village residents in the basic building processes.

Remodeling slums to future livable spaces

The Makoko Floating School anchored in the Lagos Lagoon, Nigeria in February, 2016

In addition to building sustainable houses implementing simple structures, the redesigning of megacities like Lagos, which are dominated by huge slums, is a central theme of sub-Saharan architecture. A striking example is a project involving raft-like buildings in Lagos Bay. Nigerian architect, Kunle Adeyemi  conceptualized the Makoko Floating School, a failed but nonetheless groundbreaking school construction project.  The triangular floating structure is made of recycled material and has its own sewage system. With such structures, the Makoko district could be transformed from a slum into an ecologically sustainable, livable neighborhood. This is still a dream of the future, but an important trend of current and vital architecture on the sub-Saharan map.

Philipp Meuser, Adil Dalbai (eds.): Sub-Saharan Africa: Architectural Guide. Seven volumes, 3,412 pages, Dom Publishers, Berlin.

Adapted from the German by Brenda Haas.

By Chinedu Eze

Former owners of Nigeria's major carrier, Arik Air, have taken issue with Asset Management Corporation of Nigeria (AMCON) over the circumstances that led to the takeover of the airline on February 9, 2017.

The Vice-Chairman of the former management of the airline, Senator Anietie Okon, told THISDAY in an exclusive interview that the airline was in full operation with 69 scheduled flights on the day it was taken over.

He was reacting to the claim by AMCON that the airline's services were disrupted due to paucity of operational funds when it was put under receivership.

Okon said as at the takeover period, Arik Air had about 3,200 Nigerian staff, adding that the airline under AMCON now has fewer than 600 personnel as labour crisis brews occasionally due to the inability of the new managers to pay workers regularly.

"Arik was in full operation at the time AMCON forcefully took over the airline. In fact, on the day AMCON invaded the Arik head office in Lagos with two lorry-loads of mobile policemen; there were 15 serviceable aircraft and four aircraft on minor maintenance.

"On that day, the Lagos-London flight departed; the airline operated about 69 flights due to the harmattan haze, which disrupted flight operations. Normally the company operated well over 100 flights daily. AMCON continued operating the airline's typical schedule for roughly two weeks before shutting down long-haul services," Okon added.

He stated that the company, like others in Nigeria then, had difficulties in accessing foreign exchange from the Central Bank of Nigeria (CBN) to meet its operational needs for spare parts and other foreign obligations.

He said the then management of the airline approached the CBN to plead for assistance to access forex without success.

"It should also be noted that by the time AMCON took over Arik Air, there were 15 serviceable and four under minor maintenance aircraft, but from what we know, only four are now in service as of today. You know I am the vice-chairman of the airline; it is unfortunate that some of us put money into these things to help the country at that level in terms of aviation, but what we have got in return is that we have been on the receiving end of one intrigue after another. We have been restrained on the issue hoping that AMCON and government will see logic and act in fairness," Okon said.

Okon said it was surprising that AMCON had to wet-lease aircraft from Mongolia because of its inability or unwillingness to maintain the fleet it inherited from the former management of the airline, adding that Arik was effectively servicing its loans by the time it was taken over by AMCON.

He said: "Where are the spare parts valued at over $120 million that was in Arik maintenance stores when AMCON took over the airline?

"It is most untrue that creditors were closing in on the airline when AMCON took it over. The airline had exited (paid up) the facility of approximately $650 million it took from the US Exim Bank between 2007 and 2009 and paid up approximately $200 million from Export Development of Canada (EDC) for the first set of aircraft (3XCRJ 900 and 2XQ400) it provided facilities for. EDC second set of aircraft, two new Q400 and CRJ 1000 were being paid for as we agreed on terms and conditions when AMCON took over.

"Payment terms and conditions were being met as required by the financier. Furthermore, Arik was meeting her obligation with Afriexim Bank for two Boeing B737- 800."

Okon also explained why the airline became indebted to the local banks.

"It should be noted that these international financial institutions requested that the credit facilities extended to Arik should be guaranteed by Nigerian banks. Consequently, Arik made arrangements with various Nigerian banks to collect ticket sales and retain an agreed percentage for the service of these facilities. After deductions by the various banks, the net balance of the ticket sales collection was therefore made available for Arik operations and maintenance.

"This has been the modus operandi from inception in 2006 up until February 2011 when Union Bank informed Arik that due to a change of policy by the Central Bank of Nigeria, it would now require to reclassify guarantees, which were off-balance sheet assets to on-balance sheet facilities, meaning that guarantees were now being defined as full-fledged loans by the policy of the CBN. "Consequently, the guarantee provided by UBN for the purchase of two A340-500 aircraft from Airbus Industries had now gone above the single obligor limit by virtue of the new policy of CBN," Okon said.

According to him, by this change of policy by CBN, UBN was directed to transfer the guarantee as the local facility to AMCON even though the credit line was performing adequately.

"All attempts to get AMCON to discuss these issues and keep to the original agreement were resisted. The implication by consequence was that a foreign loan that was being serviced at a two per cent interest rate was now converted from US dollar to naira with a 24 per cent interest rate. You can now understand the predicament the airline was placed into and our journey into AMCON was not due to default but due to the CBN policy change between 2010 and 2011.

"The impact of this policy change as applied across the board without considering the international implications and putting all companies into the Nigerian lending envelope was not only wrong but devastating. It is unfortunate that those that led the banking regulatory sector at that time refused to comprehend the consequences for international borrowers and its effect on Nigerian companies. In fact, there was a sense of stubbornness, and this did not change with subsequent regulators. This is the major reason that the Foreign Direct Investment Index (FDI) has dramatically fallen and has affected the GDP and employment status of Nigeria," he added.

Okon said Arik was not being closed on by any banks and alleged that AMCON was deliberately orchestrating a situation with the banks for some time even though the banks were resisting.

"Of course, being a company directly under the banking regulator, the banks gave in when AMCON suggested a buyout and took over the so-called loans. I hope this answers the question as to how we ended up in AMCON. I have never seen an organisation desperate to buy performing loans with government money," he said.

Reacting to the allegation by AMCON that former management of Arik acquired Airbus A340-500, which had become obsolete by the time it arrived in Nigeria, Okon said: "What does he (Arik's receiver-manager) mean by obsolete? Is he an aviation expert? "This man is an accountant in the back rooms of AMCON, who has no knowledge of aviation. These aircraft were manufactured in 2009 and delivered directly to Arik. They were used on the long-haul routes and provided great service and comfort to our customers. These types of aircraft are being used extensively by other carriers in Nigeria. So when he said that these aircraft are obsolete I don't know what he is talking about or where he is getting his information from," he added.

Okon said AMCON's claim of giving Arik $150 million was incorrect and a deliberate attempt to malign the airline.

He stated: "AMCON also said it injected over N375 billion that is equivalent to approximately $1 billion. Now, one is short of words to describe the incredulity of this claim by AMCON. This should be a cause of concern for the public, the government and most of all, the CBN. What exactly were the funds used for? How many aircraft did they buy with that kind of money? How many of the existing aircraft did they repair or maintain? Why are most of the aircraft grounded and unserviceable? Who was paid this large sum of money by AMCON? Please let's not forget that we are talking about money collected from the government. Where did these funds come from? Where are the spare parts and tools valued over $120 million?"

He said AMCON on February 8, 2017, alleged in court that Arik owed approximately N136 billion in total and the agency moved in on February 9, "under the pretext that they needed to protect the creditors and the operation because of the airline's strategic importance."

"Today, four years later, these guys from AMCON are telling the country, that under their capable and caring hands, they have been able to destroy the airline operationally, destroyed its routes, and its certification, landing rights in the UK, USA, SA (South Africa), and UAE, and brazenly, added a further N240 billion on the so-called original debt. How can that be acceptable? "The truth is that they malign the owners and quietly give the impression that they are helping the nation. This is a scam! Will Nigerians accept this? I believe if anybody would accept this, I am very sure Mr. President will not accept this under his watch," he added.

Okon said when AMCON forcibly moved into Arik Air, the company had 3,350 staff, out of which 3,280 were Nigerians and the rest were expatriates.

"All of these staff members were highly trained, many by Arik, or trained by Arik abroad. Our FOCC (Flight Operation Control Centre) was fully licensed by the FAA (US Federal Aviation Administration). Our maintenance was done by EASA (European Union Aviation Safety Agency) and JAA (Joint Aviation Authorities) of Europe, and also by the NCAA (Nigerian Civil Aviation Authority). We assisted Nigeria in getting the initial Category I certification, for flights to the USA.

"However, AMCON which came out to save jobs and the airline today have fewer than 600 staff. Most are unpaid for months, are not doing any tangible training and are not repairing any of the aircraft even though there is high demand," Okon said.

Okon said the self-serving statements by AMCON were meant to defend its incapacity to manage the airline.

"AMCON is taking some aircraft from Arik to start Nigerian Eagle. These aircraft belong to Arik and are supposed to be used to generate revenue for Arik to reduce its alleged debts. The aircraft has been working for AMCON for the past four years and the loan has not been defrayed but rather has grown exponentially. AMCON keeps on bandying figures. It is clear that setting up another airline is only a wasteful adventure that will neither resolve the Arik issue nor make the new airline viable. "That is all we can say about the outrageous and irresponsible statements of AMCON in respect of the situation with Arik.

"Mention one unit of industrial investment or private investment prior to AMCON's takeover in which they have managed successfully to return the company or stated industry to prove AMCON's ability to manage businesses," he added.

BY  Amanda Macias

LONDON (Reuters) - British Prime Minister Boris Johnson on Tuesday said he wanted a testing regime for international travel to be easy and cheap, hinting that rapid tests could be used after criticism from the airline industry that current requirements were onerous.

The boss of easyJet Johan Lundgren has criticised some of the government’s plans to restart travel, questioning the role of testing.

Asked about Lundgren’s comments and asked if rapid lateral tests could replace PCR tests in the requirements for travellers, Johnson said: “I do think we want to make things as easy as we possibly can ... The boss of EasyJet is right to focus on this issue, we’re going to see what we can do to make things as flexible and as affordable as possible.”

“I do want to see international travel start up again. We have to be realistic... we can’t do it immediately. But that doesn’t mean that we’ve given up on May 17.”

Reporting by Alistair Smout and Michael Holden

by  Joanna Partridge

The chief executive of Heathrow airport has accused the government of being “too cautious” over international travel, which could result in the loss of the important summer season for travel companies.

The aviation industry is frustrated by the lack of detail from the government about the expected restart of foreign trips on 17 May using a traffic light system.

It is calling for passengers travelling to and from countries with a “green” status – allowing UK citizens to visit and return without quarantine – to be able to do so without the need for Covid-19 tests before they travel.

John Holland-Kaye, the boss of Heathrow airport, said: “There is a genuine risk that the government is too cautious and we don’t see any material travel until after summer, and that of course would be too late for many of those UK travel companies which rely upon the summer holiday. It is the only time they make money.”

The aviation sector is “calling for the government to give clarity about which countries we can fly to as soon as possible so we can start to get all of our facilities, planes and people ready and people can start to book tickets,” Holland-Kaye said.

He added: “We need some warning. If we only get the information about what is going to open up in the middle of May or later, it will start to get too late to get people on their holidays this summer.”

The chief executive of budget airline easyJet has also warned that it would be too expensive for many travellers if they are required to take two Covid tests, before departure and after arrival home from a trip, under the proposed traffic light system.

The tests could potentially cost up to £200 each, which Johan Lundgren warned could exceed the price of a standard easyJet ticket. “You wouldn’t open up international travel for everyone, but only those who can afford it,” Lundgren said in an interview with BBC Radio 4’s Today programme. “If you are ticking all of those boxes to become a green destination … [Multiple tests] don’t make sense to me and it would add to cost and complexities.”

Boris Johnson, questioned about Lundgren’s concerns in a Sky News interview on Tuesday, said his government would see what it could do to make testing of international travellers “as flexible and as affordable as possible”.

Johnson said he wanted to see international travel start up again but added that he had to be realistic, given that “a lot of the destinations we want to go to at the moment are suffering a new wave of Covid”.

“We can’t do it immediately,” he said. “But that doesn’t mean that we’ve given up on 17 May [for resuming international travel].

“I know how impatient people are to book their holidays if they possibly can. But we just have to be prudent at this stage.’”

Aviation industry leaders believe the continued vaccination programme, combined with rapid Covid testing and digital apps to verify documents will enable the safe restart of international travel from the UK.

It is currently illegal to travel abroad for holidays, with foreign travel only allowed in specific circumstances. The government has said overseas travel will be permitted “subject to review” from 17 May, although it has not named countries which will appear on the green list.

Shai Weiss, the chief executive of Virgin Atlantic, said he believed vaccinated passengers flying to amber destinations should also not face testing or quarantine.

The aviation industry has welcomed the government’s promise of widespread Covid testing, using rapid lateral flow tests, which have been trialled in schools and for lorry drivers.

“We can’t have a prohibitively expensive testing system, that puts businesses, people and families off travelling,” said Weiss.

BA’s chief executive, Sean Doyle, urged the government to work on bilateral agreements with countries such as the US and Israel which also have successful coronavirus vaccination programmes, “so we don’t waste the opportunity of having had an incredibly successful vaccine rollout”.

The use of Covid status certificates, for people to prove they have had either a vaccine, a recent negative Covid test or antibodies from a coronavirus infection within the last six months, remains under review in the UK.

Airlines have been trialling various systems for certifying documents which provide passengers’ Covid status, including the travel pass initiative from the International Air Transport Association.

Industry executives said a digital health pass would facilitate travel, but they emphasised that any introduction of health passports for travel would need to be decided bilaterally between Britain and overseas governments.

BY  Tukur Muntari, Kano

 International flight operations resumed at the Malam Aminu Kano International Airport on Tuesday after over one year of its closure due to COVID-19 pandemic.

The Minister of Aviation, Hadi Sirika, had in March said the Mallam Aminu Kano International Airport would be reopened for international flights on April 5.

The Minister also said the Port Harcourt and Enugu airports would be reopened for international flights.

The Ethiopia Airlines plane with registration number: 5N- ATH landed at MAKIA on Tuesday at 1.30pm and departed with no fewer than 84 passengers at exactly 3pm.

The business community and lawmakers from Kano at the National Assembly had expressed concern over the continued closure of the airport which had impacted negatively on travel demands at the airport.

The Federal Government had at the beginning of the ban on international and domestic travels shut down airports across the country to curtail the spread of the coronavirus.

The government had later reopened the Lagos and Abuja airports for international flights.

The state-owned Asset Management Corporation of Nigeria (AMCON) intends to retain Arik Air (W3, Lagos) alongside its new start-up NG Eagle (XGE, Lagos), at least until the end of 2021, according to Arik Air Receiver Manager, Kamilu Omokide.

He told THISDAY newspaper that AMCON had concluded plans to wet-lease three more aircraft for Arik Air, which has been in receivership with AMCON since 2017. “Currently we are doing very well with operational expenses.” He added: “Arik does not plan to get out of business. It will operate side-by-side with NG Eagle for a while. We have been able to access wet-leases and we have been able to run them very professionally. We have a plan to bring three more planes with the support of AMCON on wet lease, ACMI.”

He continued: “We cannot pull all of our aircraft from Arik. Arik will be sustained throughout this year. Arik has a very big space at its headquarters that can take in four airlines on a good arrangement where costs can be shared. It has good workers who are experienced and we have been training staff since AMCON took over, something that was rare in the past. Our pilots are some of the best in the industry,” he added.

AMCON spokesperson Jude Nwauzor did not immediately respond to requests for comment.

Omokide said AMCON had injected NGN375 billion naira (USD916 million) into Arik Air since it took it over in 2017 to rescue the business. The airline at the time had defaulted on loan repayments to the Nigerian government.

He said when AMCON took over, many of the aircraft in the Arik fleet had been overseas on mandatory maintenance because the airline couldn’t afford to bring them back. Creditors were closing in on the airline, with flight cancellation as high as 40%, resulting in passengers mobbing the airline’s headquarters demanding refunds.

“So, the decision of AMCON to intervene was nationally imperative in order to save the airline because of the critical role it was playing; to stabilise the industry and, to rescue our funds.”

Omokide confirmed that former Arik Air aircraft had been moved to start-up NG Eagle. Two former Arik Air B737-700s, rebranded in NG Eagle livery at the Ethiopian Airlines MRO at Addis Ababa earlier this year, have been reported parked in the Arik Air hangar at Lagos last month.

NG Eagle was incorporated on July 11, 2019, with a share capital of NGN1 billion (USD2.5 million), of which AMCON holds NGN499.9 million (USD1.2 million), with the rest held by private investors.

The Nigerian Civil Aviation Authority previously confirmed to ch-aviation that NG Eagle was in Phase Three/Four of its AOC certification drive and had applied to use at least three B737NGs to operate domestic routes. Nigerian regulations require a minimum of three aircraft for a start.

Meanwhile, Omokide said AMCON would not be able to repair all of Arik’s aircraft. It planned to keep one of the company’s two A340-500s and convert it into a freighter. According to the ch-aviation fleets advanced module, Arik Air’s A340-500s were CS-TFW (msn 910), stored at Lagos, and CS-TFX (msn 912), stored at Lourdes/Tarbes. Omokide revealed the purchase of the A340-500s at USD280 million had been one of the major factors contributing to Arik Air’s bankruptcy.

“Acquisition of A340-500 at that whooping sum was a single most important error. Another of the mistakes was the zeal to commence international operations to London Heathrow, New York JFK, and Johannesburg O.R. Tambo. They could not charge fares that were comparable to what other major carriers charged on the routes. It was a strategic error. The aircraft (A340-500) was a killer. It could not generate enough revenue to offset its operational cost. That was due to a lack of corporate governance,” he said.

According to ch-aviation fleets advanced data, Airk Air's fleet currently comprises five B737-700s, four B737-800, one CRJ1000ER, four CRJ900ERs, and one DHC-8-Q400.

Do our airports give a good travelling experience to passengers? Poor cooling system, epileptic power supply, damaged or pilfered baggage, geriatric elevators characterise them. But, the experience seems to be changing at privately managed airport terminals, KELVIN OSA-OKUNBOR reports

Giving passengers a good treat as they process their flights through airport terminals is  gaining global traction as authorities comply with new health and safety protocols wrought on the industry by COVID-19 pandemic.

Airports across the globe have, in the last one year, introduced new safety and healthy measures endorsed by the World Health Organisation (WHO) and International Civil Aviation Organisation to curb the spread of the ravaging pandemic.

From application of hand sanitisers, disinfection of passenger luggage, to temperature checking before entering airport terminals, the authorities have not relented.

In fact, some airport authorities have gone ahead to install infrared facilities that will reduce human contact, all in a bid to improve passengers experience at airports.

Significantly, airport authorities, including terminal operators in Nigeria, are not leaving anything to chance in improving the ambience of their terminals with top notch technological facilities to improve passenger experience.

Over 24 airports  fall under public management coordinated by the Federal Airports Authority of Nigeria (FAAN).

Scores of complaints by passengers using these airports have forced the government to scale up efforts at ensuring they meet the acceptable minimum standards.

To underscore the point, many airlines and passengers are pushed to ask the managers of the publicly managed terminals to emulate the standards available at a few privately managed terminals in Lagos, Asaba, Uyo, and Osubi.

Significantly, many passengers are excited at new developments at the private airport terminal in Lagos .

Murtala Muhammed Airport (MMA2) Terminal Two, Ikeja, Lagos is a private terminal sealed under a concession agreement between the Federal Government and Bi-Courtney Aviation Services Limited (BASL) .

Operational since 2007, the terminal, according to its managers, has attracted the attention of global regulators, including the International Air Association (IATA), and Airports Council International (ACI) as it seeks to adopt  good passenger experience with the installation of modern safety and operational facilities.

A few years ago, the operators installed bar coded check-in equipment that reduces processing time for passengers using the terminal.

Only last month, the operator of the first privately managed airport terminal in Nigeria,  committed over $500,000 to acquire x-ray screening machines, air conditioners and escalator equipment at the facility to improve passenger experience.

To drive this ambition of becoming a terminal of choice for airlines, passengers and other airport users, the company last week started the upgrade of facilities at the MMA2 Terminal Two.

Besides new air conditioners being installed to improve the cooling of the facility, more electronic checkin facilities that allow passenger swipe their boarding pass were also installed to enhance seamless facilitation.

The upgrade of facilities at the terminal has sparked reactions from passengers  and other users who travel through the airport, urging why operators of other terminals have not deemed it fit to fix their facility.

In an interview, a passenger, who identified himself as Kamal Ololade Ahmed, on a flight from Lagos-Kaduna processed from the terminal, was excited at the level of adherence to COVID-19 safety and protocols.

Ahmed said: “Too many things fascinated me on that day. First, I saw the seamless compliance with COVID-19 protocols, including the measuring of temperature and the sanitising of hands. My bags were also disinfected. It was done without any hassles. I have been to other airports where these protocols are either not obeyed at all or only applied sparingly. You could also avoid them, if you were a very important person.

“Then I came into a hall that was large enough to accommodate all the passengers seeking to board and check-in for their flights, it was so comfortable and I immediately started comparing it to my experience in other airports in Nigeria, including the international airports.

” I also observed that a new set of air conditioners were being installed to enhance the cooling in the facility. It has no competitor, yet it is further being enhanced by the owners.

“I went up the escalator effortlessly. When these escalators were being installed in 2006, I was one of those who laughed at the operator. I was sure it was going to break down permanently as similar facilities in other airports had broken down so soon after they had been installed.

” I am used to the irregular behaviour of the escalators in other airports.  I wonder how the expatriates coming to Nigeria feel when they arrive at the Murtala Muhammed International Airport. I always pray quietly in my heart that they would have cause to fly out through MMA2 and come to the realisation that Nigeria is not an irredeemable case.

” Nigerians can actually provide world class infrastructure I earnestly hope that MMA2 will soon commence international flights and change the widely held perception that Nigeria or Nigerians cannot run a proper facility.”

A frequent flyer, Mr Idris Lawan urged other terminal users to emulate the maintenance culture in place at the private terminal.

He said: “It is 14 years and these escalators are still working. A large number of us went up the escalator and came into the check-in point as if we were in Europe or the United States of America.  At the check-in court, I expected some bottlenecks. I was surprised to see that the check-in procedure was electronically handled. If you had your boarding pass, you only had to swipe it and you are checked in.

“Again, as a regular traveller, I remember when it was inaugurated around 2015 by the then Minister of Aviation, Mr. Osita Chidoka, I laughed, because I assumed it was going to break down shortly after. It is over 10 years and it is still working. I am sure Mr. Chidoka will look back with joy that he participated in the inauguration of such an enduring airport infrastructure.

“My curious mind made me ask one of the officials why this was happening. He explained that the owners of MMA2 are very particular about security. They had acquired new X-ray machines to replace the ones that were beginning to reflect wear and tear and also enhanced the quality of screening at the airport.”

He, however, challenged managers of publicly managed airport terminals to up their game.

The frequent flyer asked: ” How could a private company create such an edifice and yet does not enjoy the full support of government? Why can’t the Federal Airport Authority of Nigerian (FAAN), with all the resources of the government and its internally generated revenue (IGR), create a terminal of this status?

“Why must the government continue to insist on running the nation’s airports so inefficiently and inflicting pain on Nigerians when there is an alternative of handing over these airports to BASL?”

Dubai, UAE, 19 January 2021 – Emirates has partnered with the International Air Transport Association (IATA) to become one of the first airlines in the world to trial IATA Travel Pass – a mobile app to help passengers easily and securely manage their travel in line with any government requirements for COVID-19 testing or vaccine information.

IATA Travel Pass enables Emirates passengers to create a ‘digital passport’ to verify their pre-travel test or vaccination meets the requirements of the destination. They will also be able to share the test and vaccination certificates with authorities and airlines to facilitate travel. The new app will also enable travellers to manage all travel documentation digitally and seamlessly throughout the travel experience.

Prior to a full roll out, Emirates will implement phase 1 in Dubai for the validation of COVID-19 PCR tests before departure. In this initial phase, expected to begin in April, Emirates customers travelling from Dubai will be able to share their COVID-19 test status directly with the airline even before reaching the airport through the app, which will then auto-populate the details on the check-in system.

Adel Al Redha Emirates’ Chief Operating Officer said: “While international travel remains as safe as ever, there are new protocols and travel requirements with the current global pandemic. We have worked with IATA on this innovative solution to simplify and digitally transmit the information that is required by countries and governments into our airline systems, in a secure and efficient manner. We are proud to be one of the first airlines in the world to pilot this initiative, which will provide an enhanced customer experience and conveniently facilitate our customers’ travel needs.”

Nick Careen, IATA Senior Vice President for Airport, Passenger, Cargo and Security said: “We’re proud to work with Emirates to make IATA Travel Pass available in the Middle East region. With its global customer base and network traffic, Emirates as a partner will also bring invaluable input and feedback to improve the Travel Pass programme. This is the first step in making international travel during the pandemic as convenient as possible giving people the confidence that they are meeting all COVID-19 entry requirements by governments. As borders re-open, IATA Travel Pass will be further enhanced with more capabilities to meet all governments testing or vaccination verification requirements and Emirates customers will be among the first to have these services.”

Within the IATA Travel Pass app, the integrated registry of travel requirements will also enable passengers to find accurate information on travel and entry requirements for all destinations regardless of where they are travelling from. It will also include a registry of testing and eventually vaccination centres – making it more convenient for passengers to find testing centres and labs at their departure location which meet the standards for testing and vaccination requirements of their destination.

The platform will also enable authorized labs and test centres to securely send test results or vaccination certificates to passengers. The global registry, managed by IATA, will manage and allow the secure flow of necessary information amongst all stakeholders and to provide a seamless passenger experience.

Emirates is committed to providing a seamless customer experience at all touchpoints. In the last few months, it has introduced a smart contactless journey with an integrated biometric path and other services including self-check-in and bag drop kiosks at Dubai International airport for a smoother airport experience.