AFRICA: inDriver From Russia Is Uber’s Latest Competitor In Africa

Global ride-hailing giant Uber has gone from having no competitors in Africa to having more than 50.

While it mainly contends with Taxify, the Estonian ride-hailing service, which is now in more African cities, Uber also faces competition from homegrown options like the Safaricom-backed Little Cabs in Kenya and regional players like Careem across North Africa.

In fact, it tried to merge with Careem this year, but Egyptian regulators warned against the deal.

The latest market entrant is inDriver, a Russian ride-hailing company, which has launched in Arusha, Tanzania, its first market on the continent.

The five-year old company operates in nine other countries across South and Central America as well as Europe. Long-term, inDriver hopes to differentiate its service by allowing drivers and riders haggle over final fare prices while it sets base fare price.

inDriver is also hoping to rapidly grow its driver pool by charging no commissions on driver earnings for six months after which it will begin charging 5% to 8% in commissions—much lower than either Uber or Taxify.

Drivers will also be able to view both pick-up and destination points before accepting rides.

inDriver’s play for drivers is not entirely new as incentivizing drivers has already proven to be a major part of the scrap for ride-hailing market share in Africa.

But what it offers in driver incentives, inDriver will likely lack in financial might compared to the biggest players on the continent. It raised $10 million in its Series B funding round earlier this year. Uber and Taxify are both billion-dollar unicorns.

Neither is showing any signs of slowing down on growing its Africa operations either. Taxify is eyeing ten-fold growth in the next two years and already operates in more African cities than Uber.

For its part, Uber is looking to add Rwanda, Ivory Coast, Senegal and Mauritius among potential targets to the eight African countries in which it already operates.

Uber has also shown a deeper interest in fitting into local transport ecosystems and has launched lower cost ride-hailing options with rickshaws in Kenya and motorcycles in Uganda.

It’s now looking to roll out a new service in Nairobi to allow users book spots on commercial mini-buses—locally known as matatus—which remain the most common form of transport in the city.


Tourism Observer

KUWAIT: Kuwait Stops Admitting Expat Workers From 20 Countries

The Kuwaiti General Directorate of Residence Affairs recently announced a ban on recruitment of domestic workers from five African countries.

The latest ban raises the list to 20 countries.

According local media sources, the Kuwaiti ministry of foreign affairs issued a circular mentioning the names of the 5 countries, which include Ethiopia, Burkina Faso, Bhutan, Guinea and Guinea-Bissau.

Additionally, the other 15 African countries are Djibouti,Kenya, Uganda, Nigeria, Togo, Senegal, Malawi, Chad, Sierra Leone, Niger, Tanzania, the Gambia, Ghana, Zimbabwe and Madagascar.

The circular also included five other African countries whose domestic workers faced a temporary ban, including Cameroon, the Congo, Burundi, Eritrea and Liberia.


Tourism Observer

UAE: West African Food Available In UAE

Dancing Waist at Catfish, with grilled peri-peri chicken, grilled plantain, charred cherry tomatoes, catfish salad and jollof rice with pineapple sriracha dressing

2019 might will be the year that West African food, with its bold flavours, thrifty use of high-fibre fruit and vegetables, complex tastes and contrasting textures, begins to receive the international culinary appreciation it deserves.

Social media is awash with images of West African dishes, the number of blogs celebrating the cuisine is on the rise, and restaurants serving modern interpretations of the traditional food of Sierra Leone, Senegal, Gambia and Nigeria, in particular, are slowly but surely opening up all over the world.

At the end of last year, fine-dining restaurant Ikoyi in London became the first West African restaurant to be awarded a Michelin star.

While ingredients such as yams, Scotch bonnet peppers, guava, black-eyed peas, cocoyam and cassava might not yet be part of the average cook’s daily repertoire, they are becoming well known and used.

Gbemi Giwa is from western Nigeria and is the creative force behind Catfish.

The restaurant delivery service in Dubai showcases West African food in a holistic way, using modern cooking and wellness techniques to produce a menu that is free from gluten, genetically modified ingredients, dairy and refined sugar.

When asked about this wave of interest in the food of her homeland, she points out that trying to encapsulate the recipes, dishes and culinary history of so many different countries under one umbrella term or in a few words is tricky to say the least.

West African cuisine is as nuanced and diverse as the hundreds of ethnic groups in the region, so it’s hard to place a collective label on the numerous dishes across the region.

That being said, one of the few things that ties dishes across the region is spice; we use a variety of peppers in our food and you can always expect big, bold, hot flavours, she says.

Giwa adds that beans, plantains, yams, peanuts and tomatoes feature in many recipes, and that variations on starchy staples such as fufu, eba, banku and amala are eaten in almost every country, as are soups cooked in palm oil with local spices, garnished with amaranth, bitter leaves and ugwu.

Much like Giwa, London chef, food blogger and cookbook author Lope Ariyo is committed to not just bringing West African food to wider attention, but also making it more accessible.

Nigerian-­British Ariyo grew up in the UK, but spent two years at boarding school in Nigeria, and says that this proved formative in shaping her appreciation of food and cooking.

Most Nigerian meals centre on rice or tubers, and are usually accompanied by some sort of stew with onions and peppers at the base, she explains. When I came back to the UK, I was constantly trying to replicate the dishes I had eaten she adds.

She describes her current cooking style as contemporary Nigerian.

From time to time, I keep it traditional, but for the most part my cooking reflects me and my experiences, so I like to mirror that in what I do.

In London, you get to experience many different cultures and foods, and I’ll often taste something that makes me think: There are ingredients like this in Nigeria, I bet I could use this to make a different version of such and such dish.

Touted as a rising star in the cooking world and with a well-received cookbook on discovering the flavours of West Africa to her name, Ariyo is clearly on to something.

When I set out to write Hibiscus, I wanted to bridge the gap for people who had no idea about Nigerian food and needed a place to start, she explains.

I really believe that if people are more aware of key West African recipes, ingredients and products then they’re more likely to try them out, and have a better understanding of the flavours and cuisine.

The importance of jollof rice, one must-try item is fluffy orange-red jollof rice.

Make no mistake, this is no run-of-the-mill rice dish, and a large pan featuring grains simmered in a spicy, fragrant broth made from tomato and pepper paste, and laced with a subtle chilli heat is a staple at parties, weddings and other celebrations.

While it’s generally agreed that the dish originated in either Senegal or Gambia, the question as to where to find the finest jollof is far more contentious.

I’m obsessed with jollof, says Giwa. Every West African country has its version of the smoky tomato rice, but as a Nigerian, I’ve got to say that the Nigerian version is best. I’ve been cooking jollof since I was 12. We had it for lunch every Sunday, like clockwork.

This is a dish that you’ll find in almost every West African household and every West African nation claims to make the best one.


Chef Lope Ariyo echoes Giwa on the subject: This is a dish that you’ll find in almost every West African household and every West African nation claims to make the best one.

However, for the most part, I’ve never known any two people make their rice the same way; everyone has their own secret touch, she says.

While authenticity and tradition might be all-important to some there have been culinary wars of words on the subject of jollof.

Steamed jollof rice
Ariyo takes a more relaxed approach: Because I never make my jollof the standard way, for me it’s been a way to make new friends, and start interesting conversations about what is right and wrong when it comes to Nigerian and other West African cooking.

Four other West African dishes that are popular:

Egusi soup

Protein-rich roasted egusi melon seeds both thicken and add depth of flavour to this hearty, sustaining stew-like soup. While there are plenty of interpretations, more often than not the soup contains leafy greens such as spinach or collard greens, Scotch bonnet peppers and palm oil, as well as meat which often is chicken, beef or turkey or seafood such as dried shrimp and crayfish and spices, which result in a complex, highly satisfying dish.

Puff puff

The popularity of this street food snack, which is especially well-loved in Sierra Leone, Nigeria and Ghana where it is known as bofrot, is hardly surprising.

After all, what’s not to like about rounds of hot, crispy-on-the-outside, fluffy-in-the-centre deepfried dough finished with a smattering of sugar?

Often likened to doughnuts, French beignets and Arabic luqaiamt, puff puff, say those in the know, is utterly unique – it has a slightly chewier texture and specific flavour profile.

Yam porridge

Healthy and sustaining yam porridge or pottage, potash or asara is eaten throughout West Africa.

Preparation techniques and ingredients vary depending on the region but, more often than not, this one-pan dish features yams boiled until tender and mashable, then simmered with peppers, tomatoes, fresh palm oil and a hint of spice.

Chicken is sometimes added and bitter leafy greens are stirred in towards the end. A comfort-food dish if ever there were one.

Yassa chicken or poulet au Yassa

This French-inspired, classic Senegalese dish features moist grilled chicken served in a sweet-tart sauce.

The tenderness of the meat is the result of several hours spent bathing in a piquant marinade rich with lemons, mustard and onions, which is then simmered and reduced down until the onions are soft and collapsing. Both meat and sauce are combined again towards the end, allowing the flavours to meld.

Recipe

Steamed jollof rice adapted from Hibiscus by Lope Ariyo

Ingredients

- 2 tbsp coconut oil

- 2 tbsp tomato puree

- 1 Scotch bonnet chili, deseeded if preferred and chopped

- 4cm piece of fresh ginger, peeled and grated

- ½ onion, finely chopped

- 1 tsp dried thyme

- 1 tsp cayenne pepper

- 1 tsp black pepper

- ½ tsp ground cloves

- 1 tsp onion granules

- Pinch of salt

- 250g basmati rice, washed

- 2 or 3 bay leaves

Method

In a frying pan set over medium-low heat, melt the coconut oil and add the tomato puree, Scotch bonnet, ginger and onion. Fry for 5 minutes until the onion takes on a red hue.

Add the chopped tomatoes – there’s no need to blend them, but you can do so if you prefer – along with the herbs, spices and salt. Stir well and continue frying for a further 5 minutes until the tomatoes become deep red.

Meanwhile, set up a steamer by filling a saucepan with water and bring to the boil. Place a steaming pan on top and bring the heat down to medium low. Remove the tomatoes from the heat and add the basmati rice.

Mix until the rice is well coated, then transfer the mixture to the steaming pan. Spread out evenly and top with the bay leaves.

Cover and steam for 30 to 40 minutes, fluffing the rice with a fork every 10 minutes to make sure it’s cooking evenly, until the rice is tender. Take the steamer off the pan, fluff the rice once more and spoon on to hot plates to serve. Eat with grilled chicken and fried plantain on the side.


Tourism Observer

SENEGAL: Spanish Tourists Ambushed, Robbed And Raped In Senegal

Bandits attacked a group of Spanish tourists in Senegal’s restive region of Casamance and raped two women before making off with thousands of euros in cash, a Senegalese army colonel said on Friday.

The attack occurred on Thursday near the small town of Diouloulou in the southern Casamance region, one of the poorest in Senegal though popular with tourists for its tropical forests and sandy beaches.

The Spanish group was travelling in a hired vehicle with a Senegalese driver. An armed band stopped and hijacked their car, then seized over 4,000 euros ($4,971.20) in cash and raped two women on the roadside before fleeing, according to the colonel, speaking on condition of anonymity.

It’s four Spanish tourists. There is one man and three women driven by a Senegalese driver. They were abducted, raped and then released by an armed group on the Diouloulou-Kataba axis, near the village of Karonge.

It’s four Spanish tourists. There is one man and three women driven by a Senegalese driver. They were abducted, raped and then released by an armed group on the Diouloulou-Kataba axis, near the village of Karongé.

The Senegalese army deployed in the area to find the attackers.

The Spanish Embassy in Senegal confirmed that four tourists were assaulted in Casamance but did not comment on the rape report.

Spain’s Foreign Ministry said it was offering consular assistance to a group of Spanish nationals in Senegal.

It was the second violent incident in Casamance this year, raising concerns that worsening security there might damage one of Senegal’s main tourist attractions.

Earlier this month, unidentified gunmen in Casamance attacked a group of civilians searching for firewood, killing 14 and wounding several others.

The motives for the shooting remain unknown, and the army has since been deployed into the area to investigate.

Meanwhile, Senegal’s criminal court sentenced 13 people to prison for attempting to establish a homegrown cell modelled after Boko Haram in the West Africa country.

One of those jailed by the Dakar court on Thursday was Makhtar Diokhane, described as the ringleader of the group. He was handed a 20-year prison term.

The court was very heavy handed in sentencing our client and we are going to appeal, Diokane’s lawyer Alassane Cisse said.

Fourteen people, including two of Diokhane’s wives, were acquitted.

About 30 Senegalese were put on trial in April for their suspected involvement in the cell after some spent time in Nigeria with the armed group Boko Haram.

Attacks involving Boko Haram have displaced more than 1.8 million Nigerians in the country’s predominantly agricultural northeast over the last 10 years. An estimated 20,000 people have been killed.

Twenty-nine other suspects, three of them women, were accused of criminal conspiracy related to financing an armed group, money-laundering, and acts of terrorism.

The public prosecutor had requested life sentences for 11 of the accused, and a 30-year prison term for Alioune Ndao a popular imam from the town of Kaolack in central Senegal who was accused of acting as a coordinator. He received a suspended one-month sentence.

Most were arrested in 2015 in Senegal. Prosecutors said was their plan was to foment violence in neighbouring countries as well.

Senegal has so far escaped the al-Qaeda-linked insurgency that has destabilised neighbouring Mali along with attacks on other West African nations including Burkina Faso and Ivory Coast.

But Dakar has stepped up security outside hotels and publics buildings.


Tourism Observer

AFRICA: New Airports Coming Up In Africa

Blaise Diagne International Airport in Dakar
In Africa, majority of airports are undergoing expansion in a bid to cater for rapidly growing passenger and cargo traffic volumes.

Four years ago, Africa initiated 40 new airport projects in a bid to expand its airport infrastructure. Angola spent US$2.1 billion on airport construction.

In fast-growing economic and populous regions such as Asia-Pacific, Middle East and Africa, investments in new airports construction remain strong.

Nigeria on the other hand, is planning to spend US$1.07 billion.

Tripoli has set aside US$2.1 billion for airport construction projects.

Algiers has set aside US$952 million.

Kigali is set to spend US$650 million.

Lusaka is planning to spend US$500 million in airport construction projects.

Tanzania’s new US$300 million terminal is due to open in June 2019 at the country’s main airport to boost government plans to transform the country into a regional transport hub.

The new terminal will handle six million passengers each year.

Blaise Diagne International Airport in Dakar, the capital city of Senegal, is being developed in two phases and will cost an estimated US$560 million.

It will be able to accommodate up to three million passengers per year in the first phase, while the second phase will increase the site’s capacity to ten million per year.

Rwanda is constructing the US$818 million Bugesera International Airport to handle the rising air traffic in the country, as well as bolster intra-African travel, investment and business.

Slated for completion by December 2018, the first phase of the construction will increase the airport's annual passenger handling capacity to 1.8 million.


Tourism Observer

AFRICA: Suffering Donkeys Of Africa Being Hunted For Export To China For Chinese Traditional Medicine

The rapidly evolving relationship between China and Africa has attractive benefits to investors. However, there are devastating unintended consequences. Consideration must be given to the needs of poor people and their essential livestock.

Irrespective of whether or not people agree with the use of donkey products, it is vital that the welfare of donkeys involved is properly addressed. International Brooke teams are working together and collaborating with governments and other stakeholders to tackle this issue.

Petra Ingram, Chief Executive of Brooke said:

“The effect we’re seeing on the African donkey population is proving even greater than we originally feared. Alarming reports have been coming in from Kenya, Ethiopia and South Africa, and it’s clear that it is affecting the people who rely on donkeys to support their livelihoods.

“The suffering taking place is stark, and it is unacceptable. We are against all these illegal activities, and are taking steps to do everything in our power to prevent it. We have already funded a study looking at new slaughterhouses in Kenya, and are waiting for the results. This will help us to better understand the issue.

“Brooke strongly believes that the lifetime value of donkeys in their contribution to community livelihoods is worth more than being sold for their meat or hides. In taking away someone’s donkey, it can mean taking away their means of making a living, potentially for a dangerously long time.

Brooke is working on a country by country basis, with national governments and donkey owning communities as they struggle to protect the welfare of donkeys and people’s livelihoods in the face of this growing challenge.

We have funded a study carried out by an organisation called GardenVet in Kenya. They have documented the impact of the donkey trade and slaughter process on donkey welfare in Kenya and to identify areas that need improvement to conform to donkey welfare best practices. The full results are expected soon, and will help us decide on what the next steps should be.

On 29 March, Brooke East Africa organised a national workshop and talks in Kenya to deliberate on donkey slaughter, its impact to animals and communities, and the best way of tackling the challenges.

Over 60 delegates attended, and they presented research on the issues. The team secured commitments from the government, other animal welfare organisations and community members on what can be done to minimise the negative impacts of the trade.

On Wednesday, 26 April, Samuel Theuri, Advocacy Officer from Brooke East Africa presented at The Kenya Veterinary Association’s (KVA) annual conference, this year celebrating 50 years of Veterinary Contribution to Sustainable Livelihoods and growth in developing economies.

This conference brings together animal health professionals to discuss the latest news and research.

One of the big subjects at the conference was the issue of donkey skin export, and the increase in theft of donkeys for their hides.

Samuel reported that Brooke East Africa and partners have found that almost 1000 donkeys have been stolen across Kenya between December 2016 and April 2017, and it’s likely that the slaughter methods used are extremely distressing for the donkeys and not welfare friendly.

As well as the obvious impact on the donkeys, this is also leaving many owners suddenly without the animal they need most for earning a living. A donkey helps an owner earn the equivalent of £4-£10, and it’s estimated that donkeys provide the equivalent of £3.7m in contribution to the economy.

Samuel also explained that because of the demand, donkeys have doubled in price, from 7,000 Kenyan Shillings in 2014 to 15, 000 in 2017 making them unaffordable to those who lose their donkey.

To date, the trade of donkeys for their hides is banned in Niger, Burkina Faso, Mali and Senegal. Last week an abattoir in Ethiopia was closed down by local authorities.

A major concern however is that trade continues on the black market and there is increased trade in other African countries.

Brooke as a whole continues to monitor this global issue and is working with its teams across Asia and Africa. We are listening and learning from owners and users and supporting them to protect their donkeys and in turn their livelihoods.

Brooke has championed the essential role of donkeys in poor people’s livelihoods. We recently made a submission highlighting the impact of the donkey skin trade to the United Nations Committee on World Food Security (CFS) High Level Panel of Experts (HLPE), after they called a public enquiry looking at Critical and Emerging Issues for Food Security and Nutrition. Previous to this, our Advocacy team had already succeeded in having working equines' contributions to food security and nutrition officially recognised in livestock recommendations formally endorsed by the CFS.

Our submission was accepted and the CFS has now published the results of their enquiry. We're pleased that this issue has been acknowledged and incorporated into the findings, and are looking forward to when it's presented during the the annual Plenary Session of the CFS, in October 2017.

We were supported by the governments of Senegal and Kenya, as well as the Food and Agriculture Organisation of the U.N. We have also ensured that the donkey hide trade is included in the Emerging and Critical Issues Consultation by the CFS High Level Panel of Experts (HLPE).

In low and middle-income countries all over the world, working donkeys, horses and mules support people and industries in a variety of settings: from subsistence smallholders to the urban poor. They enable families access to food and healthcare and help keep children in education.

They offer women financial independence and relief from the drudgery of daily chores. They work alongside their owners in some of the most exploitative and treacherous environments such as brick kilns, construction sites and mines. They bring their owners respect and appreciation within their communities.

Despite their essential role in supporting the livelihoods of hundreds of millions of people, working animals are virtually invisible in development policy and programming.

This means their needs do not feature in livestock related intervention and policies. For example, equine drugs are often not available, health professionals are not trained in equine health and livestock vaccination campaigns do not extend to working equids. This is detrimental to animals as well as to the people who rely on them.

SENEGAL: France Lifts Travel Warning On Casamance

France has scrapped a travel advisory of more than 25 years which urged its citizens not to travel to Senegal's coastal region of Casamance.
The decision has spurred hopes that Casamance's beaches will attract French holiday-makers, giving the tourist industry a boost.

Improved security meant that French citizens could now visit the region, France's embassy in Senegal said.

Casamance had been hit by unrest linked to a separatist group since 1982.

Once home to a thriving tourist industry, Casamance is separated from the capital, Dakar, by The Gambia.
It is home to numerous ethnic groups, including many Christians, while northern areas are dominated by three, largely Muslim communities.

Violence has waned since a 2014 ceasefire agreed between the government and separatist rebels.
There has been a push to clear land mines from the region over the last few years.

NIGERIA: South African Airways Introduces Flights To Abuja

South African Airways (SAA) has introduced a second entry point to Nigeria in its quest to enable trade and unlock mobility, which will considerably add to business travel options in the West African region.

Adding a second gateway in Nigeria to SAA’s existing daily service to Lagos materially strengthens SAA’s position in West Africa. The addition of Abuja to SAA’s network follows closely on the successful introduction of the Accra, Ghana to Washington Dulles, USA route, as a West African platform in August 2015. SAA launched flights between Accra, Ghana and Washington DC in North America.

The introduction of the Accra to Washington route has seen a steady growth in the number of passengers using this route and has performed in line with expectations. This has provided SAA with the confidence to invest further and enhance its footprint in West Africa.

“Nigeria is one of the fastest growing air travel markets in Sub-Saharan Africa and will be well served with our additional services to Abuja. Introducing Abuja as a second entry point in Nigeria will add more travel options, especially for the business community, and will enhance our footprint on the continent,” says Sylvain Bosc, SAA Chief Commercial Officer.

Abuja, built in the 1980s, became Nigeria’s capital in December 1991, and is known for being one of the few purpose-built capital cities in Africa. With Abuja, SAA will be serving eight destinations in Central and West Africa, with flights from its Johannesburg hub to Lagos (Nigeria); Abidjan (Ivory Coast); Cotonou (Benin); Accra (Ghana); Douala (Cameroon), Dakar (Senegal) and Libreville (Gabon) already forming part of the extensive regional route network.

The three weekly flights will operate non-stop between Johannesburg and the Nnamdi Azikiwe International Airport in Abuja aboard modern Airbus 330-200s, offering SAA Business class comfort and luxury, with the latest in In-flight entertainment.

The first flight is scheduled to depart O.R Tambo International Airport on 26 January 2016. Flights are open for sale on all SAA’s distribution channels.

NIGERIA: Air Peace Adds Fleet, Promises To Fly International

Air Peace’s plan to cover more local routes and operate international flights has received a huge boost with the delivery of the new aircraft it recently acquired.

Chairman/Chief Executive Officer of the airline,Chief Allen Onyema said in Lagos that the airline embarked on the acquisition of more aircraft to service its local market and the international routes recently approved for it.

“We have been designated to fly into Dakar, Senegal, Accra, Ghana, Niamey, Niger; Abidjan, Ivory Coast; and Douala, Cameroun, China, Dubai, India, and South Africa.

“One of the new aircraft has the capacity to take 142 passengers, while the other can take 126 passengers. In our fleet, we now have nine Boeing and one Dornier aircraft. Some of the aircraft we will be deployed for the regional routes.

“We have visited the civil aviation and relevant authorities in these countries and plans are at an advanced stage. We will soon announce our commencement dates on these routes, but one thing we want to assure our passengers is that we will put in our cockpit the best of pilots,” Onyema said.

Air Peace, he said, was ready to deepen its investment in the nation’s aviation industry as well as create more jobs for Nigerians.

He, however, regretted that the difficulty in sourcing foreign exchange and aviation fuel was straining the operations of airlines in the country.

Onyema commended the Minister of State for Aviation, Senator Hadi Sirika for working tirelessly to ease the operational challenges of airlines in the country, saying local flight operators needed more public support to survive.

He said “The domestic airline industry is not getting the right support it deserves from the government as they would rather do everything possible to support foreign airlines,”

“We do more for the country than the foreign airlines. If the foreign airlines face the kind of challenges that we face for 72 hours, they will all pack out of Nigeria. The government must rise up and protect local airlines,” he added.

Some of the challenges facing local airlines according to Onyema include forex and fuel scarcity, high premium on insurance, double taxation to regulatory and airport agencies, and Nigerian Customs Services’ failure to comply with government directives on exemption VAT on importation of important aircraft spares.

Chinese Tourists Invade Africa

When Chinese-looking persons enter the Nairobi City Market or Massai Market Fair in Kenya’s capital, they are often greeted with “Ni Hao” as they pass shops and stands. Some local shop-keepers have a broader Mandarin vocabulary, which helps them sell African woodcarvings, fabric, or other local souvenirs to Chinese tourists.

China has recently become the largest outbound tourist market in the world. The number of Chinese tourists traveling worldwide has grown to over a 100 million, likely to double by 2020. In 2013 Chinese tourists spent a total $102 billion dollars on their trips.

Those numbers are expected to keep rising. Many Chinese are weary of traditional destinations, such as Europe and North America. So they are turning to Africa as a great place to spend an exotic vacation.

The numerous bilateral exchanges between China and Africa have encouraged Chinese tourism in African countries. In 2008 only 2.8 % of Chinese tourists chose Africa as a destination.

In 2014, according to the China Outbound Travel Development Report, that number has reached 9.4 %. The annual growth rate of Chinese tourist traffic to Africa has been 50% since 2010 – higher than to any other part of the world.

The most popular destination for Chinese tourists is South Africa; with direct flights currently available between Beijing and Johannesburg. Derek Hanekom, Tourism Minister of South Africa, says China is one of the important sources of tourists for his country and pledges to help create more conveniences to welcome Chinese travelers.

Other destinations popular among the Chinese are Egypt, Kenya, Cameroon, Senegal, Algeria, Angola, Mauritius, Tunisia, and Zimbabwe.

Since the Chinese government has granted Kenya an Approved Destination Status for outbound tourism in 2004, the number of Chinese tourists going there has risen. In 2013, 37,000 Chinese visited Kenya. The same year, on a visit to China, Kenya’s president Uhuru Kenyatta said his country’s tourism industry had set the goal of attracting a record number of 1.3 million Chinese.

Tourism in Kenya is popular in the summer when migration of animals can be observed in its national parks. When China Central Television (CCTV) aired live broadcasts of the migration of rhinos, zebras, and wilder beasts in 2012-13, that became a well-known wonder in China. This has attracted thousands of Chinese during the summer season to Kenya.

Zhang Hongtao, director of AA lodges in Kenya, said, “Now Chinese tourists book hotels six months in advance to get a room nearby even when the accommodation price doubles or triples.”

The majority of Chinese tourists prefer big organized group trips within budget. About 10% of them, however, are high-end travelers who spend 4-5 times more money than the average tourist. People in this category travel in smaller groups and avoid rough roads by taking charter flights to national parks.

They use secluded private lodges instead of hotels. While in Europe they may buy luxury brands, in South Africa their interests are diamonds. Some of Kenya’s tour-operators, including Safari Collection, Governor’s Camp, and Loisaba Wilderness, cooperate with Chinese counterparts to promote luxury services.

There are some important tips from experts, which would be helpful to Africans in their attempts to attract more Chinese tourists and make their experience more enjoyable:
1.African governments should make tourism a greater priority on their national agenda by taking the following steps:
a). Improve safety measures around tourist sites.
b). Enhance tourism-related infrastructure.
c). Ease visa procedures for Chinese travelers.
d). Spend more on tourism promotion, which brings much easier and quicker economic returns than industrial investments. Currently, only few African countries, such as South Africa, Zimbabwe, Namibia, and Morocco have set up tourist promoting agencies in China. If the Chinese overcome the stereotypical international fear of travel in Africa and realize what a great experience it could be, the number of their visits there would skyrocket.

2.African service and hospitality sector needs to:
a). Hire more Chinese-speakers. Many Chinese business travelers might know English, but their families members who come on a safari often might not.

b). Offer Chinese food at National Park lodges, porridge and noodles for breakfast, complimentary green tea, and hot water – all good gestures of Chinese hospitality. Many National Park lodges in Kenya, for example do not offer any Chinese food. Some Chinese tourists, especially seniors, may enjoy their safaris, but can’t wait to return to Nairobi for Chinese food.

Even though Chinese travelers, like others, might sometimes be discouraged by problems including the Ebola epidemic in 2013-14 or an occasional terrorist assault, Chinese tourism in Africa will flourish. Yang Jinsong, a professor of international tourism at the China Tourism Academy, considers this phenomenon astounding. “The number of Chinese tourists to Africa will rise, and rise greatly” said Yang.

NIGERIA: Why Profitable Flight Operations Not Achievable In Nigeria

How has doing business in this climate been?

We’ve been doing things to promote this economy, and we are not involved in dubious activities. We pray for every other airline everyday. We do not want the not-so-good stories of the past to happen again to any airline. In the last eleven months, we’ve airlifted over half a million passengers with five out of our seven aircraft, and that is very remarkable. Within the same period, Air Peace was called upon to undertake the development of a new route, which is the Kebbi International airport. This has never happened to a new airline in Nigeria. I believe it is because we showed strength, capacity and zeal towards doing the right thing.

Any plan to expand your operational scope to meet domestic needs? of passengers?

We started with five locations and later added Asaba to make it six. But when we discovered Asaba was a dangerous field, we pulled out. We were the first airline to do that because we have zero tolerance to anything unsafe. It was not an easy decision, but it was borne out of commitment to safety, above business considerations. I’m sure other airlines knew that Asaba runway is unsafe. I knew the Easterners wanted Air Peace so badly, but we had to take decision, when one day I flew there in an executive jet and I discovered that my plane was bumping on landing. I called my director of flight operations to refund passengers’ money. I also told him we must stop operations to Asaba. It was a decision taken with every sense of patriotism and commitment to safety. I’m sure it was when I gave a press conference that Asaba was an accident waiting to happen that the Federal Government decided to act. Aviation business is not all about making money; there is no money in it to start with. We are here to create jobs; this is my conviction. So, we replaced Asaba with Calabar.

About six months into our operations, we added two more aircrafts to our fleet, making it nine. Two months after, we acquired two more Boeing, making it eleven. However, we sold two of our jets to the British Airways. I doubt if that airline has ever bought used aircraft in Nigeria from another airline before. That this happened is a testimony to the fact that Air Peace is doing what others may not be doing. Our airline is being modeled after South West Airlines of the United States. If you ask my baggage handlers, where we are today, he or she can tell you. Communication trickles down, as it is not a one-man thing. ?One man may own the airline, but the governance structure of Air peace gives room for other people to contribute.

A young lady of less than 35 years is the Managing Director of Air Peace. I always recognise quality. I own Air Peace 100 percent with my wife and children. But in order to assure and ensure safety of the flying public in Nigeria, we decided to outsource maintenance. Everything about commercial flight operations is maintenance. Though you can buy a new plane today, but if you don’t follow maintenance schedule, the plane will crash. As it is key to safety, we decided to outsource our maintenance to BCT Aviation Maintenance Company, a UK based organisation. I brought them at a huge cost, and they are here in Nigeria, providing daily maintenance. They are so strict. The other day, some items in the First Aid box were missing; they grounded the plane and asked passengers to alight. We had to apologise to passengers for the delay. What is right must be done. At Air Peace, we don’t cut corners. We have the best pilots in the land. All the chief pilots of other airlines in this country are presently flying Air peace. So, they all have the experience.

How do you motivate your workforce?

If they are ill motivated, they can breech safety. If you owe a worker five months salary, he might be pushed into doing something bad. For instance, he can weigh a 50kg load and someone will give him N5, 000 bribery to load the luggage unto your aircraft to Abuja unaccompanied, which could turn out to be a bomb. At Air Peace, we don’t owe salaries, because we cut our coat according to the size of the material we have. We ensure that salaries are paid on the 25th of every month. If this falls on a Saturday, we pay it on the 24th, and if it falls on a Sunday, we pay it on the 23rd. These are not hidden facts. It is not because we have the money, but because I had the painful experience of being owed, where I served as a lawyer. So, I decided that when setting up my own company, I would not owe anybody. And from 1992, when I floated my company, I ensure that my staff were paid on the 25th of every month. I have carried on like that, not because my business principle is worker-friendly. I am a very proud person, so I don’t want somebody to ever come and say Allen Onyema owes me three months salary. Even the pilots are well remunerated, and they receive their salary as at when due. By doing so, you give them that comfort. So, safety begins with how well your staff is motivated.

Are there plans to expand your operational frontiers beyond Nigeria?

The Federal Government has granted another stretch to Air Peace. I don’t think any other airline in Nigeria got the approval to move beyond Nigeria in less than one year of operation, but we got it because we have proven our capability. Air Peace might be one year old, but we ensure that things are done appropriately. We have an expansion policy in sight. In the coming months, we will start hitting African nations. And of course, by next year, we would also like going international, to Asia and Europe.

Which African states are we looking at?

We have been given permission to go to Niger, Cote d’ivoire, Gabon, Ghana, Senegal and Cameroun. In the long term, we are looking at Europe and Asia, and we believe that when the time comes, we would be allowed to do so. In fact, the government should allow any Nigerian airline that is ready to do all those things and bring revenue to this country. It will stop capital flight out of this country.

Are you processing IATA approval to enable you go international?

Of course, we’ve started our IATA workshop since almost two months now. They came to us, and we agreed and subscribed to it. They came from abroad to train our people. I’m sure within the first quarter of next year, we will be there.

What are the major challenges faced since you commenced operation?

First of all, within the industry itself, there is what we call devilish envy, which militates against unity and cooperation. We don’t speak with one voice. Secondly, government policies pose serious challenge. I have discovered that so many people advising government have no business doing so. There are so many people out there who call themselves stakeholders. They probably might have been in the industry, or are trained engineers and pilots. But that does not make them experts in the aviation business. If we don’t get policies right, we’ll continue to go down. Nigeria has had over 50 airlines, but only five or six are operating. That is not complimentary. And why have they gone down? While some of the faults could be traced to the owners, majority of the reasons are traceable to government policies. I am not talking about the present administration, but government over time. If this particular government does not look before it leaps, it may make the same mistakes. Because we have a lot of people out there, calling themselves experts, technocrats and stakeholders in the industry. They give government advice based on primordial sentiments.

Another challenge is that there are so many unviable airports in Nigeria. In the United States, anywhere you are going, the aircraft is full to capacity. But in Nigeria, this is not constant. When coming from Abuja, you can have full load, but going, you are flying an almost empty plane. Some airports have no one going there on certain days. We have over 170 million Nigerians, but less than one percent are flying. That is the number one factor militating against Nigerian airlines’ growth. All over the world, the price of fuel has gone down, but in Nigeria, the price has tripled.

Government should do something about it so that the airlines can grow. Airport infrastructure is another problem. Most of the airlines don’t fly at night, which means that by 6pm or 6:30pm, most of the planes must be on ground (AOG). But this should only occur, when there is technical fault. In Nigeria, it is not only technical problem that makes our aircraft AOG. The inadequacies of our airports create more AOG than technical issues. We pay through our nose to insure our aircraft. Abroad, it is cheaper to insure airplanes. But the insurance laws do not permit us to go out of Nigeria to insure our planes. It is Nigerian insurance companies that insure planes, and then they get underwriters from abroad. We paid over $1.6M to insure about four aircraft. Everything about aviation is computed in dollars. From N150 to a dollar, it has now become N235. You also buy spare parts and some members of the crew are paid in dollars monthly. To get the dollars to buy is a problem. We pay as much as 22.5 percent interest on some airplanes. In other climes, they get funding at single digit interest. Business all over the world thrives on credit. We need support.

FRANCE: Aigle Azur

An Airbus A320 in the airline's new livery landing at Toulouse Blagnac International Airport

Société Aigle Azur Transports Aériens is an airline with its head office in Tremblay-en-France, France, near Paris. It operates domestic scheduled passenger services and international services to Algeria, Mali, Portugal, China, Senegal and France. It also operates charter, cargo and wet lease services. Its main bases are Orly Airport, Paris. Aigle Azur is also accredited by IATA with the IATA Operational Safety Audit (IOSA) for its safety practices.

In April 1946, Sylvain Floirat established the original Aigle Azur as one of the first wholly privately-owned, independent airlines in post-war France. Between 1946 and 1955, the airline operated a large fleet of Douglas DC-3s.

During the early 1950s, Aigle Azur began operating long-haul scheduled routes linking metropolitan France with Africa and the Asia-Pacific region. France's Ministry of Public Works and Transport had transferred Air France's traffic rights for these routes to the country's newly created independent airlines, including Aigle Azur.

In 1970, the airline was re-constituted as a regional airline named Lucas Aviation. The re-formed airline's corporate and operational headquarters was at Paris Pontoise Airport,located in Boissy l'Aillerie.Lucas Aviation initially traded as Lucas Air Transport and operated regional scheduled services, including a year-round operation linking Deauville with London Gatwick. The name subsequently changed once more to Lucas Aigle Azur.

An Airbus A320 in the airline's new livery landed at Toulouse Blagnac International Airport,September 2013.

In May 2001, Groupe GOFAST acquired Lucas Aigle Azur from its previous owners, and reinstated the original name, Aigle Azur. The new owner refocused the airline as a mainstream short- to medium-haul scheduled and charter carrier. Aigle Azur began replacing its Boeing 737s with Airbus A320 family aircraft. It has 450 employees as of May 2007. A plane operated by Aigle Azur landed in Baghdad on 31-10-2010, becoming the first flight from a European airline to arrive in the city since the twenty-year-old international embargo began in 1990.

On 23 October 2012, HNA Group announced that it completed its acquisition of a 48 percent stake in Aigle Azur in Paris, becoming its second largest shareholder, after Group GOFAST.

In December 2012, Goldenflyer awarded the airline for "Best Cabin crew".

The airline's administrative head office is in Tremblay-en-France, near Paris. The airline's registered office is in the 2nd arrondissement of Paris.

The majority of Aigle Azur's international flights are to Africa and Europe (Algeria, France, Senegal, Mali, China and Portugal).

Aigle Azur has codeshare agreements with the following airlines as of March 2015:

Hainan Airlines

The fleet of Aigle Azur with Airbus A320-family (A319, A320), modular mono-class or bi-class.

There were several hull-loss accidents involving Aigle Azur aircraft between 1949 and 1954, most of which took place in French Indochina, today's Laos or Vietnam.

On 27 November 1949, an Aigle Azur Douglas C-47 Skytrain (registered F-OABJ) was shot down in a criminal occurrence near Dong Khe, where a major battle in the First Indochina War would take place 10 months later.
On 9 July 1950, an Aigle Azur Douglas C-47 Skytrain (registered F-BFGL) crashed shortly after take-off from Casablanca (then in France), resulting in the 18 passengers and 4 crew members on board being killed.
On 12 February 1951, another Aigle Azur Skytrain (registered F-OABK) was damaged beyond repair in a crash landing at Luang Prabang Airport (in today's Laos, then French Indochina). There were no fatalities.
On 17 March 1953, an Aigle Azur Douglas C-47 Skytrain (registered F-BEFG) crashed during a bad-weather landing attempt at Da Nang Airport following a flight from Hue-Phu Bai Airport, resulting in the death of the eight persons on board.
On 16 April 1953, another Aigle Azur C-47 (registered F-BESS) lost one wing shortly after take-off from Hanoi on a military charter flight to Nà Sản Airport. The aircraft subsequently crashed, and the 27 passengers and 3 crew members on board died.
On 19 June 1953 an Aigle Azur Douglas C-47 (registered F-BEST) crashed into a hill after a fire started on board, killing the 29 passengers and 5 crew members (which makes it the deadliest accident of the airline to date). The aircraft was en route from Vientiane Airport to Saigon Airport. The wreckage could only be found ten days later.
On 31 January 1954, the pilots of an Aigle Azur Skytrain (registered F-BGXD) which was due to operate a flight out of Dien Bien Phu Airport accidentally retracted the landing gear when the aircraft had not taken off yet, resulting in the airframe being damaged beyond repair.
On 4 March 1954, during the First Indochina War, at around 04:00 local time, an Aigle Azur Douglas DC-3 (registered F-OAPC) that was parked at Gia Lam Airport, Hanoi, was destroyed by Vietnamese rebels.
On 30 August 1954, an Aigle Azur Sud-Ouest Bretagne (registered F-BEHS) was damaged beyond repair during an emergency landing at Hanoi.

Recently, there was only one (non-fatal) incident involving an Aigle Azur aircraft:

On 8 January 2008 at 08:51 local time, an Aigle Azur Airbus A321-200 (registered F-GUAA) that was operating on Flight 258 from Paris-Orly Airport to Algiers Airport, was substantially damaged during a hard landing and subsequent tailstrike at its destination airport, during which a two-metre-long fuselage gash occurred. This was due to a faulty handling of the thrust lever by the commanding pilot who was sitting in the right seat instead of the usual left one he was accustomed to. There were no serious injuries to the 59 passengers and 8 crew members on board, and the aircraft was reparable.

World's Unfriendliest & Friendliest Countries For Tourists

When traveling, some countries just don't like you. Or at least, it can certainly feel that way.

A new report, put out earlier this month by the World Economic Forum, has ranked which countries roll out the welcome mat to travelers and which give the cold shoulder.

The "Travel and Tourism Competitiveness Report 2013" ranked 140 countries according to attractiveness and competitiveness in the travel and tourism industries.

Unwelcoming

Among the extensive analyses, one of the most interesting rankings was how welcome tourists are in each country, under the category "Attitude of population toward foreign visitors."

And the world's most unfriendly country, according to the data?

Bolivia took the dubious honor, scoring a 4.1 out of seven on a scale of "very unwelcome" (0) to "very welcome" (7).

Venezuela and the Russian Federation were next.

Interestingly, despite their huge tourist arrivals, South Korea and China tied with four other countries for the eighth least friendly spot.

At the other end of the scale, Iceland and New Zealand were ranked the world's most welcoming nations for visitors.

You can see a top 10 for friendliest and unfriendliest at the bottom of this article.

Strengths and weaknesses

The "friendly" ranking was just one aspect of the report, analyzing each country's competitiveness in travel and tourism. That competitiveness is "based on the extent to which they are putting in place the factors and policies to make it attractive to develop the travel and tourism sector."

In the overall Travel and Tourism Competitiveness Index, Europe was the top region with the first five positions all held by European countries. Switzerland, Germany and Austria were the top three in that order. Switzerland has headed the ranking since the index began five years ago.

Excellent tourism infrastructure and facilities, business travel appeal, sustainable development of natural resources and rich cultural resources were among the key factors in landing the highest positions in the rankings.

Safety/security, underdeveloped infrastructure and concerns about sustainable development were among the factors bringing down countries' competitiveness.

Haiti scored the lowest on the competitiveness index.

The United States (6th) topped the combined Americas, Singapore (10th) just pushed out Australia and New Zealand to lead the Asia Pacific region, the United Arab Emirates (28th) was the highest performer in the Middle East and the Seychelles (38th) overtook Mauritius to head Africa.

The report emphasized the need for continued development in the travel and tourism sector particularly for its role in job creation in a relatively stagnant global economy. The industry currently accounts for one in 11 jobs in the world.

The report used data compiled from the World Economic Forum's Executive Opinion Survey and hard data from private sources and national and international agencies and organizations such as the ICAO, IATA, UNWTO, World Bank/International Finance Corporation, IUCN, WHO and UNESCO.

Attitude of population toward foreign visitors
(1 = very unwelcome; 7 = very welcome)

Friendliest

1. Iceland 6.8
2. New Zealand 6.8
3. Morocco 6.7
4. Macedonia, FYR 6.7
5. Austria 6.7
6. Senegal 6.7
7. Portugal 6.6
8. Bosnia and Herzegovina 6.6
9. Ireland 6.6
10. Burkina Faso 6.6

Unfriendliest

1. Bolivia 4.1
2. Venezuela 4.5
3. Russian Federation 5.0
4. Kuwait 5.2
5. Latvia 5.2
6. Iran 5.2
7. Pakistan 5.3
8. Slovak Republic 5.5
9. Bulgaria 5.5
10. Mongolia 5.5

SENEGAL: Saint-Louis, Colonial Shadow

Bridge over Senegal River, with view to the fisherman village on Langue de Barbarie

The town, beautifully located where River Senegal hits the Atlantic beaches, is French and peaceful, yet sparkling African.
Saint-Louis was a city needed to be built. French traders already in 1659 saw the strategic and economic importance of establishing a settlement on the narrow Ndar island in the mouth of River Senegal. It naturally became the non-competed capital of French Senegal from 1673 to 1960.

Saint-Louis is also a city that needs to be preserved. UNESCO recognised the city's unique values and history in 2000, naming it a World Heritage site. Not only the well preserved colonial architecture in the old town of Ndar found UNESCO approval; also the French-African interaction and Saint-Louis' cultural and historic importance for "a large part of West Africa" was given strong weight,

Myself, I discovered Saint-Louis after a colleague, a senior travel journalist, chose to celebrate Christmas in this mainly Muslim city, which he had known from colonial times. So I decided to fit in a four-day purely holiday stay in Saint-Louis on what I knew would be a tough job visit to buzzing Dakar and rather boring Nouakchott.

And it indeed became a relaxing stay - I think it is the most relaxing place I have been to in West Africa. It combined all the things I love - interesting sights; harmonic architecture; nice walks in fresh air; good food; and genuine African culture - but excluding the tourist traps and false facades of more crowded destinations.

I especially appreciated the possibility of wandering around the contrasting parts of the city. Leaving the colonial city on Ndar on the fascinating Faidherbe iron bridge, you get to the new city of Saint-Louis, Sor, on the mainland. Here, architecture is dull but the busy markets and small shops on every corner bring you straight back to contemporary Africa.

Crossing the smaller bridge eastwards from Ndar island, you walk onto the narrow and sandy Langue de Barbarie peninsula, whose low dunes protect Saint-Louis from the Atlantic Ocean.

Again, you arrive another world. Crossing three blocks, the seaside of Saint-Louis suddenly becomes a busy fishing village, with hundreds of small and colourful boats and canoes lying on the beach and marketwomen offering fresh ocean delicacies.

And if that is not enough, continuing your walk southwards on Langue de Barbarie, it does not take long before the seemingly endless beach becomes virtually unpopulated. If you opt for a long walk - or maybe rather a taxi - you can even reach the Langue de Barbarie National Park on the southern tip of the peninsula, hosting a great density of water birds including pink flamingos.

But the main attraction remains the colonial centre. Although the centre's architecture is distinctly French and the city during centuries was a French commune - where even most African inhabitants were able to vote for the Paris parliament - this is by now an African city. Street life, festivals and most food is as Senegalese as you get it elsewhere in the country.

But the distinguished flair of Saint-Louis is not found elsewhere in Senegal, with the minor exception of some busy quarters of Dakar. It is the historically rooted urban feeling, mixed with a pleasant provincial tranquillity.

Indeed, for travellers it was a lucky choice that Dakar was made capital at independence in 1960, as that kept Saint-Louis' development somewhat frozen for decades. For the local population, the decision was dramatic and the economy went into strong recession. But lack of investments kept the historic centre untouched enough for UNESCO's milestone decision in 2000.

At least since that, individual cultural tourism to Saint-Louis has been on the increase. The city's World Heritage centre is slowly being preserved and the range of food and accommodation offers is improving.

Finding accommodation in Saint-Louis should be done in advance if going during one of the many festivals. Low cost options can be found in the old centre, although it takes some investigations. Most hotels try to offer a historic luxury flair, with according prices. If you prefer beach life, there are some resorts on Langue de Barbarie.

Food offers range from the French cuisine in the most tourist oriented places, through Italian, Lebanese, Asian and cheap but tasty Senegalese dishes. If you are unfamiliar with Senegalese cooking, have no fear. It is wonderful! In many places, you will even get a beer or wine along with your food, which is not always normal in Senegal.

Getting to Saint-Louis, which lies in Senegal's north close to the Mauritanian border, is fairly simple through Dakar. Dakar is the region's best connected airport, with direct flights to many European capitals, the US and South Africa. From Dakar, cheap bushtaxis and more expensive single taxies are available to Saint-Louis.

Wanting to combine the trip with other destinations, Dakar is always worth a longer or shorter stay. Also the greener and friendly Casamance province in the south, with charming Ziguinchor and the luxury French beach resorts, are a good choice. Bon voyage!

FRANCE: Air Méditerranée Proposes Dakar, Cape Verde And The Canaries

Air Méditerranée launches this winter 2015-2016 new routes to Dakar in Senegal (from Marseille), Boa Vista and Sal in Cape Verde (from Nantes and Paris-Charles de Gaulle) and Las Palmas in the Canary Islands.

Air Méditerranée launches this winter the Marseille-Dakar line, it will operate at the same time in regular service since the company holds the traffic rights on Dakar and tourist flights on behalf of its customers tour operators or agencies travel. From December 18, 2015 to May 6, 2015, regular flights posted on its website and operated by Boeing 737-500 configured for 131 passengers, will depart once a week (Friday) at 12:15 pm for an arrival at 16h50 (5h35 flight) The return flights starting again at 17:40 Dakar for an arrival at 0:15 the next day in Marseille.

Other leisure destinations are winter program. Thus, from December 18, 2015 to May 27, 2016, Air Méditerranée settles in Cape Ver t opening on behalf of its major customers two new destinations tower operators to Boa Vista and Sal, every Friday, from Paris-CDG Nantes-Atlantique.

Las Palmas with Air Méditerranée finally strengthens serving the Canary she launched last year, co-charter for eight major French and European tour operators: FRAM, FTI, Karavel, Look Voyages, Thalasso No. 1 Thomas Cook, TUI France and Voyamar. Winter 2015/2016 edition of the Canary program is enriched by destination Las Palmas from Lyon, Nantes and Paris, which adds to Lanzarote from Paris-CDG, Bordeaux Brest, Deauville, Lyon, Marseille, Metz, Nantes, Toulouse and Fuerteventura from Paris-CDG, Marseille, Lille, Lyon, Nantes, Toulouse.