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 FEBRUARY 2022 AviationWeek.com/ATW

Paper
CEO INTERVIEW
SAS’
Anko van der Werff
Trail
Air cargo’s slow
CABIN ETIQUETTE digitalization
Why clean is better
than disinfected

AFRICAN OPTIMISM
For real this time?

CAPA PERSPECTIVE
Ranking airlines by
RPK carbon efficiency

INSIDE THIS ISSUE

Routes magazine
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 February 2022 | Volume 59 | Number 1

14 COVER STORY
PAPER TRAIL
The air cargo industry needs to ramp
up digitalization, but it’s a slow path.
by Aaron Karp

JOE PRIES

FEATURES
19 AFRICA RISING INSIDE Routes magazine begins
Is the continent’s long-proclaimed after page 18
potential turning into reality?
by Alan Dron

22 CABIN ETIQUETTE
Are airlines investing in the right cabin
health and safety protocols?
by Linda Blachly

26 BUILDING A GREEN HUB

Singapore plays the long game to become
sustainable fuel hub.
By Chen Chuanren

29 A NEW START
Khartoum hub plan is central to Sudan
Airways growth.
by Kurt Hofmann

On The Cover: Illustration by xia yuan/Getty Images

Aviationweek.com/ATW | February 2022 | ATW 1

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 February 2022 | Volume 59 | Number 1

GETTY IMAGES

SAS
10 12
BUSINESS/AUDIENCE
DEVELOPMENT
CONTACT INFORMATION
PUBLISHER
AIR TRANSPORT WORLD
MANAGING DIRECTOR, MEDIA &
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IAIN BLACKHALL
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AVIATION WEEK
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AUDIENCE DEVELOPMENT

5 Editorial 25 Data Snapshot MANAGER

Tyler Motsinger
Cargo Industry’s Warning Flag Job Tracker TEL +1 913-967-1623
tyler.motsinger@informa.com
by Karen Walker US airline employment tracker
shows decline at end of 2021.
SUBSCRIPTIONS
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Measuring Up Sustainability Report World (ISSN 0002-2543) is published

Where do airlines sit on the The march to meet MONTHLY, EXCEPT Jan, Mar, July & Aug. by
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 Editorial

Cargo Industry’s
Warning Flag Karen Walker | Editor-in-Chief
karen.walker@informa.com
EDITORIAL STAFF

C
Editor-in-Chief argo has been a rare bright rolling and citizens healthy. Those who
Karen Walker
+1 703-656-6300 spot in an intensely dark conduct the work should be treated as
karen.walker@informa.com period for the global air essential workers with the appropriate,
Managing Editor transport industry. E-commerce has risk-based exemptions that permit them
Jack Wittman
jack.c.wittman@informa.com surged during the pandemic, making to move freely as needed.
Senior Associate Editor for a welcome growth in demand Governments must also make 2022
Linda Blachly for air cargo capacity as passenger the year of restoring international con-
linda.blachly@informa.com
demand fell. And air cargo has been nectivity. This would increase available
Europe Bureau Chief
Victoria Moores critical in the distribution of life-saving cargo capacity by adding more belly
Tel: +44 (0) 7966 389 339 vaccines, ventilators and personal space via passenger aircraft.
victoria.moores@informa.com
protective equipment (PPE). The air cargo industry must also
Europe/Middle East Editor
Alan Dron Yet all is not well in the air cargo bear some responsibility, however,
South East Asia & China Editor business. and work far more smartly to address
Chen Chuanren IATA data show that most of the long-standing issues that have blunt-
US Congressional Editor world’s air cargo sector saw slower ed its full potential for growth and
Ben Goldstein
growth in November, with some signifi- financial success.
Senior Editors
Sean Broderick
cant declines over the previous month. At the top of the list is digitalization.
David Casey Despite favorable economic condi- While inroads have been made, some
Kurt Hofmann
Aaron Karp
tions, global demand in CTKs was up 4,700 tons of paper still accompany
Mark Nensel by just 3.7% compared to November global air cargo shipments every year.
Graham Warwick
2019, significantly lower than the 8.2% Air France-KLM Cargo estimates the
Director, Editorial Production growth seen in October. Essentially, industry could save $4.9 billion annually
Michael Lavitt
air cargo growth halved in the space if it fully shifted to a digital environment.
Director, Content Design of a month. This is a serious reversal Governments again have a role. The
Lisa Caputo
that, on the face of economic trends, industry needs a digital standard, just as
Content Designers
Thomas De Pierro makes no sense. banking and other sectors have estab-
Rosa Pineda Contributing to the growth decline lished. That will best be established
Colin Throm
are several factors outside the indus- if the industry and governments work
Production Editors
Audra Avizienis try’s control. They include supply chain together toward a solution. And it will
Rosa Pineda disruptions and labor shortages stem- only work if government organizations
Contributing Photographers ming from sick or quarantined employ- like the US Department of Homeland
Rob Finlayson
Joe Pries ees infected with the highly contagious Security stop insisting on paper docu-
Omicron virus variant. mentation for air cargo shipments.
© Air Transport World 2022. All Rights Reserved. But governments can and must do The industry has the tools to truly
Permission is granted to users registered with the far more to keep the global air cargo shift to a digital-first mindset, most nota-
Copyright Clearance Center, Inc. (CCC) to
photocopy any article, with the exception of those sector strong. There are several ways bly IATA’s ONE Record. It has industry
for which separate copyright ownership is indicated they can act that do not require direct leaders such as Air France-KLM Cargo,
on the first page of the article, for a base fee of $1.25
per copy of the article and 60 cents per page, paid financial aid. These include ensuring DHL, FedEx, Lufthansa Cargo and
directly to the CCC, 222 Rosewood Dr., Danvers, that cargo air crews and air freight Qantas Cargo.
Mass. 01923, U.S.A. (Code No. 0002-2543/04
$1.25 + .60). Microfilm of Issues and reproductions forwarders can operate across bor- What it lacks is a united mindset and
of issues or articles can be ordered from The ders without undue COVID restrictions determination to scrap the paper trails
Proquest Company, 300 North Zeeb Rd, PO Box
78, Ann Arbor, Mich. 48106, USA.; Tel: +1 800- designed for general air travelers. that weigh down too many operations.
521-0600. These operations are critical to the That’s a missed opportunity that the air
supply of goods that keep economies transport industry can ill afford.

AviationWeek.com/ATW | February 2022 | ATW 5

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 PERSPECTIVE
Measuring Up
Where do airlines sit on the carbon RPK efficiency curve?
T
he airline industry faces a
critical challenge as glob-
al pressure increases to
accelerate net-zero emission
deadlines and to exceed the tar-
gets set out in the United Nation’s
Paris Agreement .
The CAPA Envest Airline Sus-
tainability Benchmarking Report
provides a comprehensive inves-
tigation of 52 airlines and a se-
lection of corporations with large
business travel requirements to
identify market trends linked to
sustainability.
While the detailed analysis con-
tained within the report reflects a
range of sustainability measures
focused on emissions metrics,
one of the most common metrics
used by airlines is RPKs.
The analysis, developed by
CAPA and Envest Global, deter-
mined the carbon intensity of an
airline’s RPK, presenting this car-
bon emission intensity of flights
as CO 2 per million RPK.
The RPK metric is a measure of
the carbon emitted per passen-
ger kilometer and provides an in-
dication of the carbon efficiency
in carrying passengers from de-
parture to arrival destinations. As
such, the CO2 per RPK metric is a
useful way to compare the relative
8 ATW | February 2022 | AviationWeek.com/ATW
overall performance of airlines.
The range of airlines in the
analysis data set, ordered from
lowest CO 2 per RPK to highest, is
shown in the chart.
First, the analysis reflects a
significant difference between
the top quartile and bottom quar-
tile of airlines of about 30% (av-
erage of 72 tonnes CO 2 /million
RPK vs 103 tonnes CO 2 /million
RPK). Note that this analysis is a
whole-of-airline level review. The
analysis does not consider airline
differences, such as aircraft types
or age, city pairs or weather im-
pacts. However, the nature of this
level of analysis is significant for a
range of reasons and a number of
stakeholders.
FOR AIRLINES
■ Quantifying CO2 emissions on
an RPK basis allows airlines to de-
velop portfolio approaches to air-
craft use with a direct bearing on
operational costs, whether these
be shadow carbon prices or ac-
tual carbon offsets that an airline
might look to purchase on market.
■ CO 2 emissions per RPK assists
in incorporating quantification of
operating costs into timing of new
aircraft purchase decisions.
■ CO 2 emissions per RPK assists
in incorporating quantification and
as an input into pricing strategies.
■ Reporting a whole-of-airline
metric familiar to investors allows
for insights into management fo-
cus on improving year-on-year
and against relevant peers.
FOR CUSTOMERS
■ Providing insights into an air-
line’s position in the competitive
landscape from a whole-of-airline
perspective supports corporate
procurement decisions to reduce
emissions from travel.
■ Allows corporate customers to
track performance across years
and potentially incorporate pro-
curement key performance indi-
cators based on whole-of-airline
standard airline metric.
FOR INVESTORS
■ Provides additional bench-
marks to stress-test an airline’s
response and resilience to the
impact of carbon pricing.
■ Provides data to allow for a
more detailed “deep dive” anal-
ysis of airline portfolio perfor-
mance.
The implications and impacts
highlight the use of a standard
airline metric to assist in under-
pinning increased disclosure of
 centreforaviation.com

CARBON EMISSIONS PER RPK, 2019

130.0

120.0
(T/million passenger kms)

110.0
CO2 Emissions per RPK

100.0

90.0

80.0

70.0

60.0
50.0

Delta Air Lines

IndiGo

Cathay Pacific Group

Singapore Airlines Group

Singapore Airlines
China Eastern Airlines
Southwest Airlines

China Airlines

United Airlines

Turkish Airlines
Croatia Airlines
Wizz Air
Juneyao Airlines
Ryanair
Norwegian Air Shuttle
Spring Airlines

Scoot
Hainan Airlines

easyJet

Iberia

LATAM
Qantas
China Southern Airlines

EVA Air
Finnair
Spirit Airlines

Hawaiian Airlines

Lufthansa Group

International Airlines Group

Emirates Airline

JetBlue

Korean Air
Silk Air

Japan Airlines
Avianca Holdings

Aeromexico

American Airlines
AirAsia Berhad

Aegean Airlines

Air China

ANA Holdings
Air Canada

Air New Zealand

Air France-KLM Group
Alaska Air Group

Air France
KLM

GOL

SAS

British Airways Source: CAPA, Envest Global

carbon intensity in the airline in-
dustry. In CAPA and Envest Glob-
al’s view, this level of disclosure
should no longer be seen as be-
yond the bounds of airlines to
produce and report on a regular
basis, and it is a starting point for
more detailed analysis across the
airline’s overall operations.
Several major global airlines
were not included in the data
analysis, along with many small-
er airlines, because of the chal-
lenge in collating individual air-
line financial and operational
data. In many cases, the integrity
of the data was questionable or
there was limited to no informa-
tion available. For some airlines
this was surprising, but it under-
lines the challenges external us-
ers of airline reporting have in
understanding the operational
carbon footprint and the sustain-
ability of airlines.
Additional analysis will be
performed across the airlines
to build more robust reporting
frameworks, including but not
limited to key themes such as:
■ The implications of post-
COVID-19 recovery on airline
carbon emissions intensity and
ongoing market disclosure.
■ Cargo versus passenger car-
bon emissions reporting, noting
analysis in the report reviewed
the RTK versus RPK relationship.
■ Major city pairs analysis (the re-
port reviewed the distance versus
emissions intensity relationship).
■ A review of market for carbon
emissions calculations by specif-
ic city pairs, noting the growth in
apps and internet tools available
to the public, with a preliminary
analysis undertaken suggesting
highly variable results.
■ An ongoing review of the im-
plications for regulatory report-
ing of carbon impact on financial
performance, particularly through
the lens of carbon offsets and
carbon pricing.

AviationWeek.com/ATW | February 2022 | ATW 9

Analysis
Wired Up
FAA plays ultra-cautious
on 5G risk.
BY SEAN BRODERICK
A
viation technical experts are not sure if the
newest 5G networks rolled out in the US
by AT&T and Verizon Wireless pose safety
risks to aircraft. But slivers of uncertainty
were enough for FAA to issue operational re-
strictions, or notices to air missions (notams), that
affect more than 80 US commercial airports—
even after the wireless companies acquiesced to
last-minute pleas to temporarily limit deployment
of the new services near many airports.
The 2-mi. protection zones around certain
runways give the aviation industry more time to
analyze technical specifications about nearby
5G installations—data that aviation sources say
they did not have until recently—and determine
the level of risk they pose to radio altimeters.
These instruments, also called radar altimeters or
radalts, determine an aircraft’s absolute altitude
by bouncing radio signals off whatever is below
and measuring how long they take to return.
Radalts are crucial for low-visibility operations
and their data feed many other key automated
safety systems, including traffic alert and collision
avoidance systems, enhanced ground proximity
warning systems, and stick-shaker stall-warnings.
Radalts use the 4.2-4.4 GHz frequency band
of the radio spectrum. Right next to that band, at
3.7-3.98 GHz, is the space made available for the
new US 5G services through spectrum auctions
held by the Federal Communications Commission
(FCC) in December 2020. The proximity combined
with some 5G network technical specifications are
what have US aviation experts concerned.
5G services in the so-called C-band range that
AT&T and Verizon Wireless have rolled out are
not new. Other wireless providers have launched
10 ATW | February 2022 | AviationWeek.com/ATW
GETTY IMAGES
them in 40 countries with no reported effects on aviation.
The wireless industry points to this as evidence that the
US networks pose no threat to aviation.
“Each country has slightly different spectrum alloca-
tions, but generally speaking, both the C-band and al-
timeter radar bands are consistent in all countries,” David
Witkowski, an Institute of Electrical and Electronics Engi-
neers senior member, said. ”US aircraft land using radar
altimeters with no issue every day at airports around the
world where C-band 5G is in operation. Foreign airlines do
likewise. If C-band 5G caused problems we’d have seen
them by now, but there are no reports of issues.”
FAA has a different perspective.
“[At] this time, no information has been presented that
shows radio altimeters are not susceptible to interfer-
ence caused by C-band emissions permitted in the US,”
the agency said in a December 2021 airworthiness direc-
tive that lays out restrictions for aircraft operating near 5G
C-band transmissions.
FAA’s position is that variations in the US spectrum al-
locations, antenna angles, and power levels compared to
foreign 5G deployments translate into uncertainty—and
therefore risk.
In aviation, safety can be difficult to quantify. What
seem like small technical variances to many often appear
cavernous to aviation safety experts. Within FAA, safety
analysis is arguably more conservative and data-driven
than ever in the aftermath of the two Boeing 737 MAX
fatal accidents and global scrutiny of the agency’s bona
fides that they produced.
And while evidence of 5G risk to aviation is scarce, FAA
has some justification. A 2020 Aerospace Vehicle Systems
Institute (AVSI) study funded in part by FAA tested 11 radalt
models to determine their sensitivity to the proposed 5G
signals. The results helped shape technical guidance devel-
oper RTCA’s conclusion, published in an October 2020 re-
 Quotables

port, that the new services pose credible risk to aviation.

Wireless stakeholders fired back that AVSI’s meth-
odologies were flawed, relying on worst-case scenari-
os that are incompatible in the real world.
“This is one of the
RTCA and other aviation stakeholders responded that most delinquent,
utterly irresponsible
worst-case scenarios are where safety analysis starts.
“We look at outcomes that would be hazardous or
catastrophic,” one aviation source said.
The most productive way forward, FAA determined, issue subjects, call
was to take the technical specifications of each pro-
posed 5G setup near airports and model it against
it what you like,
every aircraft/altimeter combination. After months of
rhetoric and little progress last year, the wireless indus-
I’ve seen in my
try reluctantly agreed to share proprietary information
such as precise antenna locations and technical spec-
aviation career.”
Emirates Airline president Tim Clark, talking
ifications. The wireless companies also pushed back to Bloomberg on the 5G rollout issue in the US.
their planned Dec. 5, 2021, launch date twice—first to
Jan. 5, then to the final date—and agreed to the addi-
tional airport protections at the last minute.
The moves aimed to allay aviation’s fears that FAA’s “If it’s not the people things that keep
alternative—adhering to restrictions listed in the ADs you up at night, you should probably
and some 1,500 airport and procedure-specific notices get out of leadership.”
that went into effect Jan. 19—would “grind … the nation’s Southwest Airlines’ new CEO Bob Jordan
commerce to a halt,” Airlines for America CEO Nicholas
Calio wrote in a Jan. 17 letter to the US Department of
Transportation, the White House, FAA and FCC.
The plea and resulting partial standdown by AT&T “Our industry is growing again,
and Verizon helped, but it hardly solved all of aviation’s on the offensive in a positive
issues. Aircraft manufacturers, armed with the 5G net- meaning and building its future.”
work data they needed to evaluate their aircraft at each
Airbus CEO Guillaume Faury
affected airport, scrambled to develop alternate methods
of compliance (AMOCs), or justifications their equipment
would be safe. FAA issued several AMOCs just before
the Jan. 19 5G go-live date, covering most of the Airbus “We are still a used
and Boeing fleet. But the uncertainty forced several non-
US carriers to either change equipment types or cancel airplane company; we are
service on some US routes as the deadline arrived. still an Airbus company.”
US regionals had it worse. When the 5G rollout start-
Allegiant Air CEO Maurice Gallagher, after the US ultra-LCC,
ed, no regional aircraft had AMOCs, leaving a signifi- which has mostly operated used Airbus narrowbodies, announced
cant portion of the nation’s airline network susceptible an order for new Boeing 737 MAXs.
to bad weather.
“We’re 43% of the departures in the US every
day,” Regional Airline Association president and CEO
Faye Malarkey-Black said. “Those operations weren’t “International travel is having to play to a
cleared to operate at 82 airports with these notams.
completely different rule book when
This is not just a small deal.”
FAA anticipated issuing AMOCs quickly, addressing compared to other areas of everyday life.”
the short-term challenge. Longer-term, it will use the six- Jet2holidays CEO Steve Heapy
month grace period to evaluate the 5G locations near
airports and to see if they present any safety risks.

AviationWeek.com/ATW | February 2022 | ATW 11

 INTERVIEW: SCANDINAVIAN AIRLINES (SAS) PRESIDENT & CEO
ANKO VAN DER WERFF
Facing Up to
Change
Anko van der Werff was named
president and CEO at SAS in
April and took up the position
in July. The Dutch-born exec-
utive was previously CEO at
Colombian carrier Avianca, be-
fore which he spent five years as
chief revenue officer at Aeromex-
ico. Since joining SAS, van der
Werff has established a partner-
ship with Vattenfall, Shell and
LanzaTech to investigate large-
scale production of synthetic
sustainable aviation fuel. The
carrier saw improvements in
the company’s 2021 fiscal fourth
quarter, with passenger num-
bers up 73% compared to the
A move from Latin America to Scandinavia is quite
a transition. Quite a transition indeed! From Latin
America—warm people, very nice climate—but I’m
very happy to be back in Europe. For example, the
personal part of things is priceless. I now commute
to the office by bike. The SAS team is tremendous
and gave me a very warm welcome. But, of course,
this is a very challenging moment in time. We are
hopefully nearing the end of all this and the recovery
has started, but for the time being we are still in it.
SAS has been in a financially difficult situation for
several years. What happens next? When I look at
SAS, I do see an airline that had a number of good
years. But at the same time, let’s be honest here,
more has to be done, because post-COVID passen-
ger behavior is changing. And when the customers
change, you have to change with them. You cannot
12 ATW | February 2022 | AviationWeek.com/ATW
“When the customers
change, you have to
change with them.
You cannot expect
everything to go back
to 2019, 2018 or 2017.”
previous quarter and load factor
up seven percentage points to
60%. But it remains a challeng-
ing environment, with 4Q pre-tax
earnings at negative SEK 0.9 bil-
lion ($99.6 million.) SAS, a Star
Alliance member, is the flag carrier
of Denmark, Norway and Sweden.
-Interview by KURT HOFMANN
expect everything to go back to 2019, 2018 or 2017.
Those years will not come back. I’m quite clear
about that. We are the business airline of choice in
Scandinavia. But even a small change in business
traffic means we have to adjust and that is what I am
seeing going forward; that is what is next.
What do you mean by changing as a business?
Building a new model around that new customer.
I’m a very big believer in increased digitalization.
We are very self-service orientated in Scandinavia
and it works. And there is always so much more
you can do to make the organization much more
efficient around it. What COVID has taught us is
that passengers want to be served digitally and
that touchless technology and digitalization allow
for further ancillary products, and that brings fan-
tastic opportunities. In terms of our passenger mix,
relatively speaking, we will need to become more
leisure focused without forgetting the business
traveler. The leisure traveler is much more digitally
oriented and generates higher ancillary revenue.
That’s where we are going.
Competition remains tough, especially at Stock-
holm Arlanda, from where Finnair operates
long-haul services to Thailand and the US, while
Ryanair and Eurowings also have bases. How will
SAS compete? By doing exactly that: Compete. This
is our turf; this is our market and what we have to
do is set ourselves up for success in an increased
leisure space. We will be there for whoever wants
to fly with us and be the business airline of choice,
but now we have to do so much more. I want to
make sure that the airline, when we come out of
this [pandemic], is able to compete in the leisure
field. A structural change is needed to be able to
do so. Lowering unit costs will allow us to compete
for more leisure travel. What we are doing is mak-
ing sure that all our operating units are competitive
and able to compete. There is no other agenda
than that. The short-haul game is a game of cost;
long-haul is a game of premium revenues and busi-
ness-class connections.
Does a multinational carrier like SAS have a place
in the new aviation world? There are two ways of
answering and they come to the same conclusion. In
1946, when the three governments set up the airline
over multiple geographies, they were far ahead of
their time. Today, Ryanair has multiple AOCs all over
Europe; Air France-KLM has multiple AOCs; Lufthan-
sa Group and International Airlines Group each have
multiple AOCs. Yes, it is challenging because there is
always additional national interest, as you see at the
other airline groups. But it is where everything is go-
ing and it is the right move. But the fact is, there is still
not enough consolidation in Europe’s airline industry.
SAS has a lot of unions. Does that complicate
the restructuring process? SAS is down now to
38 unions. I have good relationships with them, but
clearly COVID and the aftermath are tough for every-
one. The last one-and-a-half years have not been fun
for anyone; we all know that. I have said several times
within SAS: “Don’t mix the general, overall challeng-
es in the industry and do not project them too much
inside.” The good news is that all of us at SAS are re-
silient, we have great people around us, and we will
bounce back stronger. And we are also happy to see
the demand recovery that has finally really started. It
lifts the mood.
But restructuring an airline in Latin America is one
thing; here in Europe, it is different. I think there
is, from my point of view, a lack of speed in gen-
eral. The US airlines, in particular, move faster.
Airlines in Latin America do not necessarily move
faster, but they have done the restructuring much
faster. And LATAM, Avianca and Aeromexico were
very serious about real restructuring. What I see in
Europe, from an over-generalized point of view, is
that many airlines got some form of government
support. And as a result, some decisions were
postponed, in my view.
What are your fleet plans? We are analyzing it.
Our priority is to work out the changes needed for
the customer, what that does to our network, and
then to figure what kind of fleet we need. Also, we
have to figure out to what extent is business travel
not coming back. We are seeing some rebound in
business travel in Scandinavia. In terms of fleet, SAS
operated 150 aircraft and our long-term business
plan is to get back to 150. But I think the mix of pas-
sengers on these aircraft will be different. Copen-
hagen is our main intercontinental hub, where the
widebodies, like our new Airbus A350s, are likely to
be based.
Will stricter emission reduction targets make air
travel more expensive? I think there is something
more worrying: As an industry we have to make sure
we have the money to invest in this transition. I’m a
big believer in sustainability and SAS has always
been at the forefront. We are an industry leader in
this and we want to remain so. We feel this is our
role as Scandinavians. But that also means you have
to be financially sustainable in order to work on sus-
tainability for the planet. We have to look at con-
structive solutions between policymakers, OEMs,
airports and airlines to be able to attract the invest-
ments needed. Even the most committed believers
need the means to get there.
AviationWeek.com/ATW | February 2022 | ATW 13
Cover Story

Paper Trail
The air cargo industry needs
to ramp up digitalization,
but it’s a slow path.
By Aaron Karp

D
igitalizing the delivery chain
has long been a key goal
of the air cargo industry,
but progress toward making the
business paperless has been
inconsistent and slow-moving.

14 ATW | February 2022 | AviationWeek.com/ATW

 XIA YUAN/GETTY IMAGES

AviationWeek.com/ATW | February 2022 | ATW 15

Cover Story
“We’ve been working for the past 20-30 years to
try to get paper out of air cargo, with some success,”
IATA head-digital cargo Henk Mulder told ATW. “It
took a decade to digitize the air waybill, and now
80% of air cargo shipments are accompanied by
an electronic air waybill. But the honest situation is
there is a lot of paper in the business. … We’ve got a
long way to go.”
Indeed, the equivalent of 80 Boeing 747 freight-
ers filled with paper accompany global air cargo
shipments every year—about 4,700 tons of paper—
making the industry less efficient and, increasingly,
an outlier as the broader business world goes digi-
tal. Air France-KLM Cargo estimates the global air
cargo industry could save $4.9 billion annually if it
fully shifted to a digital environment.
Air France-KLM said the ability to electronically
send shipment documentation ahead of cargo can
significantly speed the delivery process. Digitaliza-
tion also leads to “greater accuracy,” according to
the carrier, which noted that “inaccurate or inconsis-
tent data” is largely eliminated with a digital process.
“Electronic documents are less likely to be mis-
placed, so shipments will no longer be delayed be-
cause of missing documentation,” the airline added.
“Digitalization is changing the world,” Lufthansa
Cargo senior project manager-digital transformation
Anke Burchard said during an IATA webinar on air
cargo digitalization. “Paper sales channels are de-
creasing [in all business sectors] and digitalization
is increasing.”
But in air cargo, Airforwarders Association executive
director Brandon Fried noted, “automation and con-
nectivity between the various carriers is still lacking.”
“Paper is prevalent in the operational process.
We’re making up for lost time,” he said. “If you’re
not adopting automation in some form as a freight
forwarder, you’re doing so at your peril. There’s no
doubt airlines want forwarders to communicate with
them electronically.”
IATA’s Mulder added: “The reality is that digitaliza-
tion is a global phenomenon. It’s everywhere. [The
air cargo business is] being dragged along by global
digitalization. … There’s a generational element to
this. The generation born with this technology is
not going to use paper. In 10 years, they’ll be senior
managers and that generation will not accept any
alternative to digitalization.”
A huge obstacle, however, is that there is no
common application programming interface (API) or
16 ATW | February 2022 | AviationWeek.com/ATW
standard electronic data interchange (EDI) among
airlines and forwarders. As Fried pointed out, other
industries, including banking, have standard digital
communications platforms.
One consequence of not having uniform stan-
dards, Fried said, is that air freight forwarders are
faced with decisions about purchasing digitization
programming and software options without knowing
whether the interface being acquired will connect
with all the airlines it needs to. That can make a cost-
benefit analysis difficult for forwarders.
“There are so many digitalization products on
the market that, for the freight forwarder, it is over-
whelming,” Fried said. “Forwarders are like deer in
the headlights.”
Airline cargo digital interfaces “must be user
friendly and based on customer needs,” Luf-
thansa’s Burchard said. “Customers will only use
a digital channel if they believe it is of value to
them. … We are currently investing heavily on our
e-booking system. It will have dynamic pricing and
real-time booking functionalities, offering added
value to the customer.”
Air France-KLM Cargo program manager-paper-
less Judith Diepenmaat said that “data sharing [be-
tween airlines and between forwarders and airlines]
is very important,” but “our cargo industry really has
a long way to go. We are far away. We are keen on
implementing standard data codes.”
Speaking during the IATA webinar, she added: “We
have a lot of paper in our chain. We need to get to a
mindset of ‘digital first.’ Right now, it is ‘paper versus
digital.’ The retail industry doesn’t have a ‘digital-first’
mentality. The retail industry has a ‘digital-only’ men-
tality. Our industry has to get to that point.”
IATA’S ONE RECORD
IATA’s answer to the lack of common communica-
tions standards in the air cargo industry is ONE Re-
cord, an electronic document for data sharing that,
according to the organization, “creates a single re-
cord view of the shipment.”
There is “a lot of support from a lot of stake-
holders” in the cargo supply chain for ONE Re-
cord, Mulder said.
“Where I think [the move toward cargo digitaliza-
tion] is really challenging is we are operating a busi-
ness that has multiple digital communications stan-
dards. It’s an ongoing challenge,” he added. “ONE
Record is the only unified standard that the industry
has. This is the standard, and it
is going to be the standard for
the next decade.
“It’s just a matter of time be-
fore the technology solutions
providers are willing to accept
one standard. … ONE Record
is a next-generation data tech-
nology. It gives you the ability
to exchange data with another
party in such a way that the
other party understands it.
This is something other indus-
tries have implemented. We
are all going to drown in a del-
LUFTHANSA CARGO
uge of data if we don’t have a
single standard.”
Mulder said the industry needs “to get to a
point where we don’t have to worry about APIs
and data processing—let computers do that work.
Leave the technological complexity to the com-
puters and focus on our job, which is flying aircraft
and delivering cargo.”
GOVERNMENT RULES
Fried noted that a common problem standing in
the way of full cargo digitalization is government
regulations, which often require a lot of paper
to accompany a shipment. He pointed to the US
Department of Homeland Security (DHS), which
requires a number of paper documents to travel
alongside air cargo shipments.
“We’re showing up with cargo for airlines and
there is regulatory paperwork that the federal
government is requiring that we tender,” Fried ex-
plained. “So, despite our best efforts in the industry,
we have the federal government imposing paper
requirements, and that’s quite a concern. These
requirements include the passing of certification
documents between forwarders and airlines that are
not electronic. We’ve expressed our concern to the
DHS on this. ‘You’re still requiring us to hand paper
to airlines,’ we’ve told them. As long as we have to
include paper in the transaction, we’re going to be
behind as an industry.”
Paper is “as much a problem for governments
as it is for airlines,” Mulder said. “Part of the issue
is that the DHS needs to deal with shipments from
the whole world. So, as digital as they may be, when
they get a shipment from [a part of the world that has
made little progress on digitiza- LUFTHANSA CARGO partnered
tion], they need to accommo- with IBS Software to digitalize
date it. But the DHS has made handling processes for special
products like dangerous goods,
a lot of progress on the digital pharmaceuticals and
processing of goods.” fresh produce.
He added that new European
Union data laws “make it increasingly difficult for
businesses and governments to do business the
old-fashioned way. Every last link in the chain needs
to be digitized.”
Of course, going digital brings up an obvious con-
cern: cybersecurity. How safe will all these electron-
ic documents moving around the world be?
“You definitely have to be practicing good cy-
ber hygiene,” Fried said. “Making sure your em-
ployees are trained and making sure your systems
are backed up and locked down is critical. We tell
our air forwarder members that it’s not if, but when
you’re going to be attacked. And you better be
ready. We suggest an analysis of your systems to
determine where your vulnerabilities lie. That’s es-
sential for everyone.”
Despite all the challenges related to getting car-
go past the paper age, Mulder said other parts of
the cargo industry—particularly ocean carriage—are
progressing even more slowly.
“It’s even worse in other modes of transport,” he
said. “Ocean just now has implemented an electron-
ic bill of lading [the equivalent of an air waybill]. It
gives me some confidence that the airline industry is
not falling too far behind in comparison to the overall
transportation sector. Digitalization is a moving tar-
get, but there is no one in the cargo industry who
says we don’t need to do this.”
AviationWeek.com/ATW | February 2022 | ATW 17
Cover Story

CARGO CONVERTS
Air Canada sees a future for dedicated freighters.
Many airlines around the world, including be done by Air Canada.”
Air Canada, temporarily turned their long-haul The second 767 converted freighter will be
passenger aircraft into freighters during the delivered by IAI to the Montreal-based carrier in
COVID-19 pandemic. But nearly all of them are March 2022. Three more will come in the 2022
getting out of the all-cargo business, moving third quarter and the final three will be delivered
those aircraft back to passenger flights as travel in 2023.
demand rebounds. A conversion includes removing all passenger
Air Canada is similarly returning temporarily seats, installing a large door in the fuselage to al-
converted Airbus A330s and Boeing 777s—which low for loading of palletized cargo, and reinforc-
have operated 14,000 cargo flights since March ing the floor to carry additional weight.
2020—back to passenger service as those air- The structural modifications will enable Air
craft go through heavy maintenance checks. But Canada to offer five different main deck con-
the Canadian flag carrier is also entering the per- figurations on the 767-300ER freighters, each
manent freighter business with eight Boeing 767- of which will have capacity to carry 57 tonnes
of cargo.
Toronto Pearson will act as the primary
hub for Air Canada’s new freighter fleet.
According to Air Canada, the 767Fs will fly
from Toronto to a host of airports, includ-
ing Guadalajara and Mexico City in Mexi-
co; Lima, Peru; Miami, Florida; and Quito,
Ecuador.
The airline additionally is targeting
transatlantic cargo flights to Frankfurt and
Madrid, expected to be launched in 2022.
Air Canada’s foray into all-cargo flying
comes as the global air cargo business
has experienced robust demand, with no
decrease in demand expected in 2022.
AIR CANADA
“We’re setting records for revenue on
Cargo is loaded onto 300ER converted freight- the cargo side,” Berry said.
Air Canada’s first
ers, all of which are being He emphasized that the airline is fully commit-
Boeing 767-300ER
converted freighter. sourced from Air Canada’s ted to maintaining a dedicated freighter fleet for
passenger fleet. The air- the long term.
craft are being converted to freighters on a per- “This is not a fly-by-night charter or ad hoc op-
manent basis by Israel Aerospace Industries (IAI), eration,” he said. “It really is about stability and
which delivered the first 767-300ER converted growth for our cargo business.”
freighter to Air Canada in December. He called the 767-300ER freighter “a great
Plans to add freighters to the Air Canada op- widebody freighter for medium-haul routes.”
eration “didn’t start with the pandemic,” VP Cargo Berry said the freighter fleet will differentiate
Jason Berry said. “We knew we had these [aging Air Canada from other major North American air-
passenger 767s]. COVID accelerated the process lines that do not have dedicated all-cargo flights.
of converting the aircraft because we were able “We’ll be the only combination carrier with a
to retire our 767 fleet earlier than planned from widebody freighter fleet that has a hub in North
passenger service. And the [temporary freighter America,” he noted.
flights] showed that [all-cargo operations] could –Aaron Karp

18 ATW | February 2022 | AviationWeek.com/ATW

 Africa Rising
Is the continent’s long-proclaimed
potential turning into reality?
By Alan Dron
A
startup carrier is being built on what seems
an unlikely premise of attracting kitesurfing
enthusiasts to a remote stretch of the north-
west African coast. Entrepreneur Hamza Dlimi
is convinced there is a niche in the market waiting
to be filled.
Dlimi believes that the 300 days of wind a year
will bring tourists to his home city of Dakhla in south-
ern Morocco and is in the process of setting up an
airline to transport them there. The tiny airport serv-
ing the city will be significantly expanded, hotels are
being encouraged by the Moroccan government,
and the area has attracted visits from notables that
include former US president Barack Obama and Vir-
gin Atlantic chairman Richard Branson.
Dlimi is typical of African entrepreneurs who are
BOEING
Kenya Airways entered a
taking advantage of what may, at strategic partnership with
long last, be the start of better days South African Airways in
for commercial aviation on the con- November 2021.
tinent.
Like a desert mirage, the prospects for African air-
lines to be profitable—or even economically sustain-
able—have for decades shimmered in the distance,
always just out of reach.
There have been several false dawns, most no-
tably the hoped-for benefits from the 1999 Yamous-
soukro Decision among African nations that was
supposed to bring about an Open Skies-type sys-
tem on the continent, but which yielded little more
than warm words from the region’s politicians.
The African Union’s 2018 Single African Air Trans-
port Market (SAATM) agreement was designed to
AviationWeek.com/ATW | February 2022 | ATW 19
 expedite full implementation of the earlier agree-
ment. So far, 34 African nations have signed up
for it. Some nations have expressed concerns
that it will favor the continent’s larger airlines and
the agreement is not progressing as quickly as
hoped, but there is real hope that it will bear fruit.
That optimism was on display at an Embraer-
organized airline symposium on the eve of the
Dubai Air Show in November, which attracted a
cluster of established and expanding African air-
lines, as well as startups.
Speaking after the symposium, Embraer gen-
eral manager, Africa & Middle East, Hussein
Dabbas, said GDP in the continent is growing
by around 2.9% annually, together with growth
of around 3.8% in RPKs annually predicted out
to 2040.
“This is good news that growth is there, defi-
nitely. We’re seeing a lot of new airlines coming
up and bringing in new aircraft, with the right
strategy and the right connectivity,” Dabbas said.
All airlines had suffered badly in the last two
years, he said, “but we believe it’s going to move
forward. The first thing we’re seeing growing is
domestic traffic in Africa. Of course, not every
country has domestic networks, but if you look at
South Africa, Kenya, Nigeria and others, you can
see very big growth.” GREEN AFRICA AIRWAYS

GROWING FREQUENCIES flights provide interregional links in a continent of

Smaller, regional aircraft were key to providing
the necessary frequencies on routes to generate
healthy passenger flows. “Flying to somewhere
two or three times a week, as often happened in
the past, is no longer sufficient or acceptable. If you
don’t fly daily, you don’t count,” Dabbas said.
Where regional jets were operating, traffic was
growing, he said. “We’re seeing that in South Africa,
Kenya, Ethiopia and Nigeria.”
One Nigerian carrier flying regional jets had de-
scribed the smaller aircraft as “cash machines” with
35-minute turnarounds and low operating costs. “It’s
all about frequency,” he noted.
Intra-African regional services, however, remain a
problem. This has been a long-standing frustration
for travelers, with many having to fly to either the
Gulf or Europe to make connections to other parts of
the African continent.
“We’re still seeing interregional flights at mini-
mums,” Dabbas said, noting that only 9% of African
over 1 billion people.
“I think the major issue African carriers really need
to work on is to create proper hubs and spokes,” he
said.
AN AFRICAN ALLIANCE?
Dabbas believes African airlines should cooperate
with each other rather than compete aggressively.
At a Nairobi conference some weeks after the
air show, he suggested that “African airlines should
look at establishing an African alliance like the major
three alliances, where they could work together and
support each other.”
He commended the recent strategic alliance be-
tween South African Airways and Kenya Airways
as an example of healthy cooperation that would
benefit the airlines, as well as their passengers, by
eventually reducing fares and thus generating more
traffic.
Additionally, “governments are becoming more

20 ATW | February 2022 | AviationWeek.com/ATW

 “We’re seeing a lot of new airlines coming
up and bringing in new aircraft, with the
right strategy and the right connectivity.”
Nigerian startup Green Africa Airways launched
operations in 2021 with three ATR 72-600s, with plans
to have up to 15 aircraft in service by 2023.
aviation-savvy. We are seeing a lot of projects of air-
port infrastructure improvement,” he noted.
Airbus and Boeing share Embraer’s optimism for
the African market’s future.
“I’m seeing signs of change,” Boeing managing
director commercial marketing, Middle East and Af-
rica, Randy Heisey said.
Noting a direct correlation between growth in
economies and that of aviation, together with eco-
nomic diversification, a growing middle class and
tourism, Heisey said, “All of these together lead to
passenger travel growth.”
SAATM is starting to have an effect, he added.
“Certainly, those states that are participating are
seeing improvements.”
Increased connectivity between SAATM states
was being generated by 2020, although the pan-
demic slowed progress. In addition, there were
early signs of increased traffic flows outside
SAATM states where bilateral agreements existed
between nations.
—Hussein Dabbas, Embraer
“The African aviation market was very promis-
ing before the crisis and we remain optimistic,
as all of the fundamental drivers for air transport
are present,” noted Airbus president, Africa and
Middle East, Mikai Houari.
“The impact that the aviation industry has
had on the sustainable development cannot be
overstated and governments across the conti-
nent are leveraging the industry’s ability to bring
about economic transformation.”
Visa liberalization can also play a significant
role in encouraging passenger traffic, Houari
said, noting Rwanda’s implementation of a visa-
on-arrival system in 2013 that enables African
nationals to stay for up to 90 days. Visitor num-
bers to the small central African nation have in-
creased by more than 100%.
Houari believes that cooperation between Af-
rican carriers will aid all parties and the pandemic
may encourage that collaboration. According to
Airbus’s latest Global Market Forecast, consolida-
tion is expected in Africa, whether taking the form
of partnerships or equity investments. However, in-
roads by non-African carriers are likely to continue,
siphoning traffic away from local airlines.
On the plus side, Airbus detects an increased fo-
cus on the intra-African market mentioned above,
with many airlines starting to refocus their strategy
on this sector.
Freight is another bright spot, Houari said, with
intra-African air cargo expected to grow at 7.6% per
year over the next two decades, compared to 4.2%
average annual growth in passenger traffic.
All three manufacturers noted an increase in Afri-
can startups and these can start fresh, “without the
heavy burden of debt and old structures. North Af-
rica, Nigeria, all of West Africa, is a hotbed of people
starting airlines,” Heisey said.
AviationWeek.com/ATW | February 2022 | ATW 21
 Cabin
Etiquette
Are airlines investing in
the right cabin health
and safety protocols?
By Linda Blachly
A
fter more than two years of steering
through how to make sure passengers
and crews feel safe onboard aircraft in
a pandemic, some in the industry are
questioning what counts most: cabin disinfection
or the visual perception of cleanliness?
Another question as vaccination programs have
been rolled out and have become mandatory be-
fore flights to many countries, is whether being
vaccinated makes a traveler less concerned about
hyper-disinfected aircraft.
“During the pandemic, cabin disinfection con-
sumed significant attention and resources,” VX
Consulting founder and managing director Yen-
Pu Paul Chen noted at the IATA Cabin Operations
Safety Conference, a virtual event in December.
But was it worth it? Chen says his research says no.
VX Consulting helps airlines improve the cus-
tomer experience in the cabin by changing the way
procedures are implemented.
“Basically, we want to improve overall cabin
quality by transforming cabin cleanliness, condition
and reliability,” Chen told ATW after the event.
DISINFECTION STUDY
Over a period of 15 months from August 2020 to No-
vember 2021, VX Consulting conducted research to
determine how effective disinfection measures were
and how passengers responded to them.
Chen set out to answer two questions: Have air-
22 ATW | February 2022 | AviationWeek.com/ATW
lines invested in the right initiatives throughout the
pandemic? And how should airlines move forward
with cabin hygiene strategies post-pandemic?
He said the research included fact-gathering and
interviews onboard 50 widebody, narrowbody and
regional jets across 10 US airlines and 20 airports,
as well as analyses using publicly available US data.
In the early days of the pandemic, Chen said
some airlines proactively publicized videos on You-
Tube or their websites so that would-be travelers
could watch their cabin disinfection procedures,
which included fogging, spraying disinfectants or
surface wiping by workers in full hazmat gear.
“Previously, these would have only been seen in
some virus outbreak movies,” Chen noted.
Some airlines further promoted how long it took
for frontline employees to accomplish the spraying
and wiping, implying that the longer the process
took, the better and safer the cabin. One US airline
said it spent 40-60 minutes to spray a disinfectant,
then wipe down surfaces.
“We’ve seen figures that vary from one airline to
another significantly. Regardless, the work scope
was obviously above and beyond the pre-COVID
standard,” Chen said.

SOUTHWEST AIRLINES
As traffic recovered, Chen said some of these
disinfection tasks were no longer feasible because
of fuller cabins and tighter aircraft turnaround times.
“It didn’t take long for smart airline management
to figure out through customer insights data that
some of the disinfection measures they had prom-
ised at the beginning of the pandemic have not pro-
duced justifiable ROI [return on investment],” he said.
In fact, a few months into the pandemic, two major
US airlines scaled back the scope of disinfection ef-
forts between flights as demand rebounded, shifting
their focus to disinfecting high-touch areas such as
lavatories and tray tables and saving more intense dis-
infections for overnight, weekly or monthly schedules.
PERCEPTION IS REALITY
Chen clarified that the terms “cleaning” and “disin-
fecting” are not interchangeable. Cleaning, he said,
is something visible to the passenger; disinfecting
is not.
“I don’t think any airline made significant chang-
es in terms of how they clean the aircraft; what
they actually did was add a disinfection layer to the
cleaning task,” he said.
When passengers board aircraft today, they are
A Southwest Airlines often greeted by flight at-
employee disinfects tendants handing out dis-
an aircraft cabin. infection wipes. Some flight
attendants told Chen that
the vast majority, as high as 97%, of passengers
used the wipes on their seating area.
“The results suggest there is a serious lack of
trust, regardless of how airlines actively campaign
their cabin disinfection efforts, to restore passen-
ger confidence,” he said.
Later in the study, however, some cabin crews
observed fewer and fewer passengers wiping
down their seating area, “which is a sign of re-
bound of passenger confidence, which is also cor-
related with the percentage of population in the US
that’s vaccinated,” he observed.
Ironically, Chen said, airlines that were certi-
fied by third-party health-rating programs, such as
APEX Health Safety powered by SimpliFlying, had
a slower recovery in 2021 compared to 2019 levels
than those airlines not participating in a third-party
certification scheme.
“That’s very counterintuitive, since some criteria
required for certification may be leading the airline
on a different path,” he said, adding that one re-
quirement for awarding the highest rating requires
hospital-grade level standards.
“Essentially, airlines were being asked to oper-
ate like hospitals or to possess medical expertise,”
Chen explained.
Chen showed three images of cabin interiors
to the conference audience and asked: “Can you
tell which ones have been disinfected? I can’t be-
cause it’s invisible. The reality is the deliverables
of cabin disinfection work is not visible. On the
other hand, the results of a lack of cabin cleaning
are visibly evident.”
“You can disinfect everything, but if there are
things like dirty lavatories, trash and crumbs on the
floor and in the seat, people will feel like it’s not
clean,” Chen said, adding, “perception is reality.”
Regardless of the disinfection efforts airlines
make, he said it is the sight of a cabin’s visibly in-
adequate cleaning that can harm passenger trust,
particularly during and post-pandemic.
“The role of fundamental cleaning programs,
which lead to a visibly clean cabin, will become
more critical than ever. Cabin cleanliness, not dis-
infection, presents the perfect opportunity to set
an airline apart from the competition post-COV-
AviationWeek.com/ATW | February 2022 | ATW 23
 ID-19,” Chen concluded.
He pointed out that most airlines’ traditional
cleaning programs are based on OEM recommen-
dations, which focus on product lifecycle, not pas-
senger perception.
In November 2020, FAA issued an airworthiness
bulletin that warned operators that improper chem-
icals and cleaning methods could damage the
aircraft and affect its airworthiness. “So that pretty
much sums up the conventional wisdom about cab-
in disinfection, which is about the aircraft, not the
passengers,” Chen said.
A DIFFERENT PHILOSOPHY
Post-pandemic, airlines need to think about not
only optimizing the product lifecycle of the aircraft
interiors but also on optimizing passenger percep-
tion of cleanliness.
“This is a very different philosophy,” Chen said.
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As the industry negotiated this fine line of
cleanliness versus perception, Airlines for Amer-
ica (A4A) at the end of 2021 updated its state-
ment on enhanced cleaning protocols for airlines
and airports, saying, “Airports and airplanes are
cleaner than they’ve ever been and will continue
to be that way because it’s important for restor-
ing confidence in air travel. We expect the new
hygiene and enhanced-cleaning protocols we’ve
implemented to continue. Passengers can expect
that from airports and airlines going forward.”
“If we look at this data, it does appear that
there’s some pretty good correlation between
the trends of airline traffic recovery and the per-
centage of population that have been fully vacci-
nated in the US. So essentially, vaccination may
be one of the main sources that have boosted
passenger confidence to fly again,” Chen also
concluded.
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 Data Snapshot Aviation Week Intelligence Network

Total US Airline Industry Employment

760,000

750,000

740,000

730,000 753k
720,000

710,000 Wuhan
Lockdown
700,000

690,000

680,000
669k
670,000

660,000

Jan-21
Feb-21
Mar-21
Apr-21
May-21
Jun-21
Jul-21
Aug-21
Sep-21
Oct-21
Nov-21
Jan-19
Feb-19
Mar-19
Apr-19
May-19
Jun-19
Jul-19
Aug-19
Sep-19
Oct-19
Nov-19
Dec-19
Jan-20
Feb-20
Mar-20
Apr-20
May-20
Jun-20
Jul-20
Aug-20
Sep-20
Oct-20
Nov-20
Dec-20
Note: Full and part-time employees. Source: Bureau of Transportation Statistics

US airline employment tracker

Job Tracker
shows decline at end of 2021.

F
igures from the US Bureau of Transporta- recorded in February 2020 immediately before
tion Statistics (BTS) show that airline industry figures descended by 11%, down to 669,000 in
employment in November 2021 dropped by October of the same year.
2.3% on the previous month, after accounting Two rounds of Treasury grants were made
for an increase of 5% on the same month in 2020. available to US airlines during 2020 and 2021
The November industrywide numbers include to keep workers employed via the CARES Act
609,581 full-time and 97,976 part-time workers. and, specific to air transport, the Payroll Support
This month-on-month drop is the first significant Program.
decrease since the one that occurred between Although the employment total decreased in
September and October 2020 and is likely due to November, figures have been on the rise since
voluntary employee departures. the low of October 2020, with the November total
BTS data show the fluctuation of employment accounting as 4% below the 2019 yearly average.
in the US since the pandemic impacted the world Full fleet, data and analysis information can be
in early 2020. A peak of 753,000 employees was accessed at awin.aviationweek.com.

AviationWeek.com/ATW | February 2022 | ATW 25

Building
a Green Hub
Singapore plays the
long game to become
sustainable fuel hub.
By Chen Chuarnren
T
he island state of Singapore is known for its
manicured vegetation and for Changi Airport,
which aptly houses an indoor waterfall and
forest.
As part of a greater Green Plan 2030, Changi has
begun sustainable aviation fuel (SAF) studies with
ambitions to become one of the first movers in the
supply and trading of SAF and hydrogen for com-
mercial aviation in the region.
In August 2021, the Singapore government
launched a set of feasibility studies to identify viable
feedstock-technology combinations for SAF produc-
tion in Singapore, based on the availability of feed-
stock in the region, cost and life-cycle assessments.
In November, the Civil Aviation Authority of Singa-
pore (CAAS) confirmed its partnership with Singa-
pore Airlines (SIA) and government-linked invest-
26 ATW | February 2022 | AviationWeek.com/ATW
ment company Temasek to run a SAF pilot program
from 2022 through 2023. The partnership has is-
sued an RFP to select SAF producers and fuel sup-
pliers to develop and execute plans that would de-
liver blended SAF to Changi.
“The study will provide insights on end-to-end
cost components, potential pricing structures for
cost recovery and support future policy consider-
ations for SAF deployment,” CAAS director general
Han Kok Juan told ATW.
Days later, CAAS announced another two-year
study with Airbus, this time on the demand, produc-
tion and application of alternative fuels, including
research on infrastructure in Singapore to support
future hydrogen-powered aircraft to create an “air-
port hydrogen hub.”
“These include the production, storage and dis-
 example, CAAS and the UK
Civil Aviation Authority have
identified sustainability as a
key area of collaboration un-
der the Singapore-UK Bilat-
eral Aviation Steering Com-
mittee framework.

COLLABORATION
While being first movers
bears its risks, Han empha-
sized that decarbonization is
a key priority for international
aviation and the industry’s
recovery from the pandemic
will not be a return to busi-
ness-as-usual, but rather an
opportunity to rebuild an avi-
ation sector that is more sus-
tainable. Han also said that
making sustainable aviation
viable requires cross-sector
collaboration between pri-
vate and public segments.
“As an international busi-
ness, aviation and aero-
space hub, Singapore can
be a conveyor, bringing
together the various stake-
Singapore Changi Airport holders,” he said.
“The scale and timing of
VACACIONESPAGODASBLOG/PIXABAY adoption need to be care-
fully studied and consid-
tribution of hydrogen, aircraft ground services, lo- ered by all stakeholders, taking into consideration
gistical equipment and refueling systems,” CAAS various factors, including technology, standards,
said in a press release. “The study will examine production, storage and cost. That is why the joint
how these requirements can be planned and pro- projects CAAS has initiated with various industry
visioned for in-airport
development, whether
upfront or in stages to “As an international business, aviation and
provide optionality as
the technology is de- aerospace hub, Singapore can be a conveyor,
veloped.”
CAAS added that it bringing together the various stakeholders.”
is also in active conver- —Han Kok Juan, CAAS director general
sations with other civil
aviation authorities to
share learning points and approaches in relation to partners are important as pathfinders to better un-
policies and regulations, industry development, in- derstand the opportunities and challenges and to
frastructure provision, and new jobs and skills. For build new networks of stakeholders for a sustain-

AviationWeek.com/ATW | February 2022 | ATW 27


NESTE
able aviation sector,” Han said.
SIA’s SAF journey has been taking cautious
steps primarily because of the lack of such fa-
cilities in the region. The airline joined the SAF
User Group in 2011, but it was not until 2017 that
it regularly flew so-called green package flights
between Singapore and San Francisco with SAF
blends. It then entered a partnership with Sweda-
via in 2020 to deploy SAF blends on flights op-
erating between its Stockholm and Moscow legs.
The pilot program in Singapore will finally al-
low SIA to study the operational and logistical
considerations on a larger scale and perhaps
even secure SAF at more competitive rates.
Meanwhile, Finland-based Neste was among
the first to produce renewable fuels in Singa-
pore in 2010 and is in the process of an expan-
sion that will see the facility produce 1 million
tons of SAF in Singapore, or two-thirds of global
production, by the end of 2023. It’s primary SAF
product is the Neste MY SAF, which the com-
pany says reduces lifecycle greenhouse gas
emissions by up to 80% compared to conven-
tional fuel.
Within Asia, Neste’s MY SAF is used by All
28 ATW | February 2022 | AviationWeek.com/ATW
Neste is in the process of
expanding its renewable-fuels
facility in Singapore.
Nippon Airways and Malaysia Airlines on select-
ed flights.
Neste VP-business development for renew-
able aviation Sami Jauhiainen said that to create
a market for SAF, the governments in the Asia-
Pacific region need to adopt and implement sim-
ilar regulatory policies to those that European
and North American countries are adopting to
either incentivize or require a certain portion of
conventional jet fuel to be substituted with SAF.
“Experience from other regions also indicates
that the countries that have been first movers in
adopting ambitious climate targets using poli-
cies that create a market for biofuels, such as
Scandinavia, Netherlands and the US, have also
been those that have attracted the most invest-
ments in these new technologies, and are cur-
rently leading these markets,” Jauhiainen said.
While hydrogen-powered aircraft will take
some time to evolve from development to oper-
ations, Jauhiainen says Neste sees potential for
the use of renewable hydrogen in the produc-
tion of SAF, including utilizing biofuels that are
available today and power-to-liquids fuels that
are still under development.
SUDAN AIRWAYS
A New Start
Khartoum hub plan is central
to Sudan Airways growth.
By Kurt Hofmann
C
hanged political circumstances in Sudan and
the resumed construction of a new airport
outside Khartoum are leading Sudan Airways
to believe it can grow the airline based on a
strategy that would create a Northeast African hub.
The New Khartoum International Airport project,
with an original $1.15 billion construction price tag,
was suspended in 2019 but has resumed. Phase 1,
which includes two runways and a passenger termi-
nal with capacity for 6 million passengers annually, is
expected to be completed by the end of 2024. Un-
like the current airport, located within Khartoum, the
new facility is in Omdourman, about 40 km (25 mi.)
south of the capital.
Sudan has 16 airports, of which two have inter-
national traffic: Port Sudan International (PZU) and
Khartoum. The airports are managed, along with all
airspace activity, by the Sudan Civil Aviation Authority.
Sudan Airways has brought in Lufthansa Consult-
ing to draw up a strategic plan that would develop
Khartoum as an African hub.
The carrier, which began jet operations in 1962
with new de Havilland Comets, now owns just a
single Airbus A320, although it also leases a Bom-
bardier CRJ200 that is used for ferrying oil workers
between plants. Under a plan drawn up last year
with Lufthansa Consulting, the airline would grow
through 2035, re-entering and adding new markets.
While details of the plan are still under wraps, Sudan
Airways managing director Yasir Timo Sawos Kunda
shared an outline about why he believes Khartoum
is ideally located to become an African hub once the
capital city’s new airport is completed.
“Khartoum is strategically located. The location
of Sudan makes it a strong hub,” he said. “When
you look at the world’s center of gravity, we are lo-
cated close to the Mediterranean, which is north of
Khartoum, and which lends itself to routes from the
Middle East to West Africa and maybe onwards to
North and South America via Sudan. But we are also
more closely located to Europe and South Africa than
the Gulf region.”
Kunda said details of a fleet and network growth
plan have to be worked out, but it would begin with
a focus on short-haul flights.
“Generally speaking, we need medium-sized
aircraft. So far, it is not clear if that is going to be
Boeing, Airbus or other aircraft. Airbus has provided
us with a market study and devised a fleet plan from
their perspective,” he said, adding that he had also
talked with Embraer and believes the initial scope
would be for up to eight aircraft.
“Our current challenge is financing the new Sudan
Airways. We need support, yes, especially because of
the fact that many other airlines that fly to Sudan have
received support from their governments related to
the global COVID-19 pandemic,” he noted.
The competition is significant. Emirates Airline
and Etihad Airways, as well as LCCs Air Arabia and
flydubai, operate into Khartoum, but Kunda points to
a large local market that would prefer to fly their na-
tional carrier if the option were available.
“Most of the traffic that is generated out of Khar-
toum is from Sudanese travelers. The sanctions
against Sudan are over, and with the change in the
country’s political regime, the international isolation
of the country has come to an end. Sudan is now
open and this is having an effect on business. We
expect to see a lot of business travelers from many
countries, and Sudan has a lot of natural resources.
This will all boost the airline business opportunities
here,” he said.
AviationWeek.com/ATW | February 2022 | ATW 29
Sustainability Report
The March To Meet Net-Zero
Carbon
Emissions
Targets
BY LINDA BLACHLY
E
arly in 2022, the effects of newer and more strin-
gent net-zero carbon targets for commercial
aviation are being coupled with actions that will
significantly change what it means to be a sus-
tainable airline.
Denmark wants all of its domestic aviation to be
fossil-free by 2030, potentially through a combina-
tion of sustainable aviation fuel (SAF) and electric and
hydrogen propulsion. Sweden has set the same tar-
get and wants the same standard for all internation-
al flights departing from Swedish airports by 2045.
Norway is aiming for all short-haul flights to be 100%
electric by 2040.
“To travel is to live, and that is why we fly,” Danish
prime minister Mette Frederiksen said. “We need to
make it green to fly. Therefore, the government will
set an ambitious goal: By 2025, Danes must have the
opportunity to fly green on a domestic route. And by
2030 at the latest, we must be able to fly completely
green when we fly domestically in Denmark.”
SAF is an increasingly important pathway to such
goals and, for the first time, airlines are moving to-
ward getting passengers to contribute to its higher
cost. British Airways announced such an initiative in
30 ATW | February 2022 | AviationWeek.com/ATW
QANTAS
2021 and beginning this Qantas reached a deal to
purchase blended SAF to
year, partner carriers Air
use in its flights from London
France and KLM Royal Heathrow Airport through at
Dutch Airlines are intro- least the end of 2022.
ducing a SAF ticket sur-
charge on top of a voluntary scheme. Under French
law, flights departing France now must use an aver-
age of 1% SAF. Air France said its surcharge varies
from €1-€4 ($1.10-$4.50) for economy tickets to €1.50-
€12 in business class, depending on the distance
of the flight. Air France said that “more than 15,000
tonnes of SAF can be integrated into our aircraft in
2022, more than 10 times than the previous year.”
While the Netherlands has not yet made an admixture
percentage compulsory, KLM in January began adding
0.5% SAF for flights departing Amsterdam as part of its
Clean Skies for Tomorrow coalition that targets achiev-
ing a worldwide SAF proportion of 10% in 2030.
In the US, JetBlue in January launched its JetBlue
Sustainable Travel Partners program, which includes
offerings to corporate travel customers. The airline
said it is approaching sustainable travel as a partner-
ship by providing corporate travelers with personal-
ized data and resources to help them enhance the
 sustainability of their travel. Early sign-ups include Bio-

UNITED AIRLINES
gen, Deloitte, ICF and Salesforce
And United Airlines operated its first passenger
flight using 100% SAF, from Chicago to Washington
DC in early December. United has agreed to purchase
1.5 billion gallons of SAF from Alder Fuels and is also
an investor in Fulcrum BioEnergy, where the carrier
has an option to purchase up to 900 million gallons of
additional SAF.
Qantas reached a deal with BP to purchase blend-
ed SAF to use on flights from London Heathrow Air- Aeroflot, S7 Group and Vol- On Dec. 1, 2021, United
Airlines operated the first pas-
port through at least the end of 2022. Qantas will buy ga-Dnepr—have formed a
senger flight using 100% SAF,
10 million liters of SAF this year, representing 15% of SAF alliance with the aim of from Chicago to Washington.
the carrier’s annual fuel use for flights from Heathrow, developing SAF that will pow-
the airline said. It estimates the blended SAF will cut er a flight by no later than 2024. The Eurasian SAF
carbon emissions by about 10% on these flights. The Alliance has been created as a platform to coordinate
carrier also has an option to purchase another 10 the ramp-up of SAF use in Russia.
million liters of SAF from BP in 2023 and the same in
2024. The airline and other oneworld alliance mem- GREEN REWARDS
bers have signed an MOU to use SAF for flights from Some airlines are reaching out to customers to
San Francisco from 2024. join them in achieving sustainability goals via
Several Russian aviation companies—including rewards programs.

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 Sustainability Report
Qantas, for example, is rolling out Green tier
membership this year as part of its frequent flyer
program. The Green tier will sit alongside existing
flying tiers and will educate, encourage and reward
the carrier’s 13 million frequent flyers for activities
such as offsetting their flights, staying in eco-hotels,
walking to work and installing solar panels at home.
Members will need to complete at least five sustain-
able activities across six areas—flying, travel, life-
style, sustainable purchases, reducing impact and
giving back—each year to achieve Green tier sta-
ZEROAVIA
ZeroAvia has partnered tus. Once achieved, members
with Alaska Air Group to will be rewarded with benefits
convert the Dash 8-400 to like bonus Qantas Points or
hydrogen-electric propulsion. status credits.
Similarly, Etihad Airways’
loyalty program, Etihad Guest, has introduced a
series of sustainability-focused initiatives to reward
members for making green choices and providing
options to reduce their own carbon footprint. Con-
scious Choices will help support Etihad’s goal to
achieve net zero emissions by 2050 (an IATA-wide
target) and halve 2019 emissions by 2035. Travel-
ers wishing to fly and spend more consciously and
sustainably can now earn Tier Miles, and other re-
wards, for making sustainable choices.
On the technology front, UK ultra-LCC easyJet
and Rolls-Royce have begun a two-year joint re-
search project into sustainable commercial aircraft.
The study began in January and is looking at low
carbon and zero-emission technologies, such as
electrical and hydrogen-based power systems. The
project will run for up to two years and will include
wider elements of the supply chain, such as fuel
production, transportation, storage and handling.
32 ATW | February 2022 | AviationWeek.com/ATW
Other stakeholders, including energy providers, air-
ports and regulators, will be invited to participate.
Additionally, easyJet will support the develop-
ment of hydrogen fuel-cell propulsion by the UK’s
Cranfield Aerospace Solutions (CAeS), providing its
perspective on how the zero-emissions technology
could integrate with future airline operations. CAeS
is leading development of a fuel-cell powertrain for
the nine-passenger Britten-Norman Islander, and
sees this as a first practical step toward develop-
ment of hydrogen-powered commercial aircraft with
between 19 and 100 seats.
CAeS has a similar coop-
eration agreement with Scot-
tish regional airline Loganair,
which operates Islanders.
As a first step, an Islander
will be modified to a flight
demonstrator that is planned
to fly in the first quarter of
2023 with funding support
from the UK government
under Project Fresson. The
preliminary design review
for the demonstrator is now
underway.
UK/US startup ZeroAvia—
which has begun developing the 2-5-megawatt
ZA2000 hydrogen-electric powertrain to pow-
er 40-80-seat regional turboprops and jets—re-
ceived a $350,000 economic development grant
from the Washington State Department of Com-
merce. The grant will be used to convert a ware-
house at Paine Field Airport near Everett into a
flight research center to support development of
the ZA2000 for the De Havilland Canada (DHC)
Dash 8-400 regional turboprop in partnership with
DHC and Alaska Airlines. Paine Field will become
ZeroAvia’s third R&D center after Hollister, Califor-
nia, and Kemble in the UK.
ZeroAvia has conditional orders for retrofit kits to
convert the ATR 72, Dash 8-400 and Bombardier
CRJ from Alaska Airlines and United, which has 50
ZA2000-RJ engines on order, plus 50 options. The
engine could be retrofit to existing United Express
aircraft as early as 2028. ZeroAvia said it is on track
to achieve commercialization for its hydrogen pro-
pulsion technology in 2024.
—Helen Massy-Beresford, Victoria Moores and
Graham Warwick contributed to this report.
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 News Briefs Airlines
BOEING
Allegiant Air Boeing 737 MAX 7 and 737-8-200
NORTH AMERICA
Las Vegas-based Allegiant
Travel Company will purchase
50 new Boeing 737 MAX aircraft
as part of the airline’s fleet mod-
ernization and expansion plan.
The multiyear deal—Boeing’s
first with a US ultra-LCC—in-
cludes the purchase of 737-7 and
737-8-200 models, plus 50 op-
tions. Allegiant will take delivery
of an initial group of aircraft in
2023, with remaining deliveries
scheduled in 2024 and 2025.
Atlas Air Worldwide Hold-
ings ordered four new Boeing
777 freighters, expected to be
delivered from November 2022
throughout 2023.
UPS ordered 19 more Boeing 767-
300Fs for delivery in 2023-2025.
Minnesota-based hybrid LCC
Sun Country Airlines took deliv-
ery of the first of two Boeing 737-
800s from lessor CDB Aviation.
Canadian ultra-LCC Flair
Airlines will lease 14 additional
Boeing 737 MAX 8s, which will
be delivered in 2023. Flair cur-
rently has 12 aircraft in service;
the airline expects to have a
fleet of 50 aircraft by 2025.
Utah-based Breeze Airways
received the first of 14 new
PW1500G-powered Airbus
A220-300s from AerCap Hold-
ings as part of a sale and lease-
back agreement. Deliveries will
continue through 2022-2023.
For daily news stories and full news coverage, go to AviationWeek.com/air-transport
Canada Jetlines signed a
lease agreement with Jackson
Square Aviation for its first
Airbus A320-200. Delivery is
expected by February 2022. The
startup is scheduled to launch
operations this spring.
EUROPE
Lufthansa Group named
Eurowings COO Jens Ritter
as CEO at Lufthansa Airlines,
effective April 1, succeeding
Klaus Froese. Lufthansa Group
head of corporate responsibility
Annette Mann was named CEO
at Austrian Airlines beginning
March 1, succeeding Alexis von
Hoensbroech.
Air France-KLM Group placed a
firm order for 100 Airbus A320neo
family aircraft, destined for
KLM, Transavia Netherlands
and Transavia France, and
signed a letter of intent for four
Airbus A350 freighters. The deal
also includes purchase rights
on 60 more A320neos and
four additional A350Fs. First
deliveries of the A320neos and
A321neos, scheduled to operate
on medium-haul routes in Eu-
rope, are expected in the second
half of 2023.
Norse Atlantic Airways
received an air operator’s
certificate from the Norwegian
CAA and FAA after taking its
first leased Boeing 787-9 from
BOC Aviation, as it prepares
to launch transatlantic service
from Oslo to cities in California,
Florida and New York State this
spring. The company’s planned
fleet consists of 12 787-9s and
three 787-8s. The company has
also applied to UK authorities for
London Gatwick slots.
UK startup Hans Airways
signed a letter of intent for
its first aircraft, an Airbus
A330-200 that it will lease from
Carlyle Aviation Partners. It
has a two-cabin layout with
275 economy and 24 premium-
economy seats. Hans plans to
begin service this summer to
secondary cities in India from
Birmingham Airport.
Virgin Atlantic secured £400
million ($530 million) in fresh
funding and finalized a long-term
lease agreement on two Airbus
A350-1000s with US lessor Air
Lease Corp., with deliveries
scheduled for 2023 and 2024.
Irish startup Emerald Airlines
will begin regional flights
between the UK and Ireland in
March 2022 under a franchise
agreement with Aer Lingus. The
airline will operate as Aer Lingus
Regional from March 17 using
leased ATR 72-600 aircraft,
taking over many of the routes
previously served by Stobart Air.
MIDDLE EAST/AFRICA
Air Senegal took delivery of its
first Airbus A220-300, becom-
ing the fourth A220 operator in
Africa, following Air Tanzania,
EgyptAir and Air Austral. The
A220 is configured with eight
business- and 125 economy-
class seats. Air Senegal plans to
have a fleet of 13 A220s by the
end of 2024.
Saudia ordered CFM Inter-
national LEAP-1A engines to
power its new fleet of 35 Airbus
A321neos and 30 A320neos.
The agreement includes a
rate-per-flight-hour services
contract to cover engines from
this new order as well as an
AviationWeek.com/ATW | February 2022 | ATW 35
additional 20 leased A320neo
aircraft and is valued at $8.5
billion at list prices.
Iraqi Airways took delivery of
its first of five Airbus A220-
300s. The 132-passenger cabin
is configured for 12 business-
and 120 economy-class seats.
ASIA-PACIFIC
VietJet Air took delivery of its
first widebody, an Airbus A330-
300 on lease from China’s ICBC.
Qantas placed a firm com-
mitment for 40 Airbus narrow-
bodies—20 A321XLRs and 20
A220s—saying it expected the
order to be confirmed by the
end of its fiscal 2022 year. The
deal also includes 94 options on
aircraft over a 10-year delivery
period. The aircraft will replace
Boeing 737-800s and 717s.
Indian Ocean carrier
Island Aviation Services,
which trades under the name
Maldivian, ordered two ATR
72-600s and one ATR 42-600,
to be delivered in 2022.
Air New Zealand took delivery
of the last of 29 ATR 72-600s
ordered for its domestic routes.
LATIN AMERICA
Latin American startup EquAir
received its air operator’s certifi-
cate from the Ecuadorian Civil
Aviation General Directorate and
launched operations in January
with two Boeing 737-700s. The
airline intends to offer up to 40
flights per week between Quito
and Guayaquil, as well as ser-
vice to Baltra and San Cristobal
on the Galapagos Islands.
Colombia’s Avianca signed a
long-term lease agree­ment with
CDB Aviation for five Airbus
A320neos configured with
premium, economy plus and
economy cabins. Deliveries are
set for 2022 and 2023.
News Briefs
For daily news stories and full news coverage, go to AviationWeek.com/air-transport
Year-end aircraft order & delivery numbers point to slow but steady recovery
Airbus and Boeing each tracked against their order and
delivery forecasts for 2021, although Airbus delivered
more than 270 more aircraft than its US rival.
Airbus delivered 611 aircraft in 2021, up from 566 a year
earlier, in a growth based entirely on expansion of narrow-
body production as output of widebodies contracted.
Boeing delivered 340 aircraft, including 245 737 MAXs.
Airbus deliveries included 50 A220s, 483 A320 family,
18 A330s, 55 A350s and five A380s, ending production of
the superjumbo. The company plans to reach a delivery
rate of 65 A320neo family aircraft by the middle of 2023,
an increase of about 20 over early 2022 production.
Besides the MAXs, Boeing deliveries included 18
Elbers—strong sustainability advocate—to hand over KLM leadership
Long-time KLM Royal Dutch Airlines exec-
utive Pieter Elbers will hand over the CEO
role by May 1, 2023, after deciding not to
serve a third term.
Elbers has worked at KLM for 30 years
and spent 11 years on its management
board, including his two terms as CEO.
Elbers was key to leading KLM into the
SkyTeam global alliance in 2004. He was
an early and passionate advocate for sus-
tainability within the airline and across
the industry. And while he stood up for Elbers
Forecasts sees more airline failures, lessor growth in 2022
ICAO has reduced its expected compound annual RPK
growth for the industry, predicting 3.6% growth for the
2018-2050 period compared to a 4.2% pre-pandemic
forecast.
ICAO’s more optimistic outlook sees overall passen-
ger numbers reaching 89% of where they stood in 2019
by the end of 2022. Domestic travel would be 95% re-
stored while international numbers would be 73% of pre-
pandemic levels.
In its more pessimistic scenario, dependent on the
impact of any new COVID-19 variants, this year’s overall
recovery could be just 75% of 2019 levels with domestic
travel at 86% and international at just 58%.
Aircraft lessor Avolon said it believes lessors will own
more than 50% of the large commercial aircraft fleet in
2022 as airlines release aircraft liquidity to weather the cri-
sis. Avolon predicts that international air traffic will return
to 70% of 2019 levels by the end of 2022.
“While we are confident in recovery, it will be a gradual
36 ATW | February 2022 | AviationWeek.com/ATW
737NGs, seven 747s, 32 767s, 24 777s and 14 787s.
Airbus finished the year with 725 gross (475 net) or-
ders from 28 customers. The manufacturer ended the
year with a backlog of 7,082 versus 7,184 the year before.
Boeing gained 909 gross (535 net) orders, up from 184
in 2020, including 749 new MAX gross orders (356 net)
from 15 customers. The company ended the year with a
backlog of 5,136 compared to 4,997 the year before.
Airbus CCO Christian Scherer said there were “strong
signs of recovery” with customers adhering to most of their
order commitments in 2021 and some placing new orders.
Airbus also announced the first firm order of 2022—a
contract for 22 A220s with US lessor Azorra Aviation.
KLM
KLM as an independent flag carrier, he re-
sisted some Dutch calls for splitting from
the Air France-KLM Group. Through the
pandemic, he oversaw the carrier’s restruc-
turing based on a strategy that also main-
tained the carrier’s international network,
albeit on reduced frequencies.
“Pieter has an enormous track record
and significance for KLM,” KLM’s supervi-
sory board chair Cees ’t Hart said. “Partly for
this reason, it is important that we are able
to achieve a smooth leadership transition.”
and uneven recovery that will vary region by region,” Avolon
head of portfolio management Jim Morrison said.
Avolon also sees air cargo continuing to play a key role
in the recovery. The lessor said air freight accounted for
more than a third of airline revenue over the past two years,
three times its pre-pandemic share.
“Another strong year for air cargo paired with continued
passenger market improvements, may be enough to return
the airline industry to profitability in 2022,” Avolon said.
Aviation analyst IBA, meanwhile, forecast that 20 air-
lines will fail in 2022 on top of the 63 failures and restruc-
turings in 2020 and 2021. In addition to the ongoing impact
of the pandemic, IBA cited inflation, higher fuel prices and
taxation as key headwinds for airlines this year. The firm
believes a number of US carriers will return to or exceed
pre-pandemic capacity in 2022, with transatlantic flights
recovering to 2019 levels.
IBA also sees more leasing activity in 2022, with lease-
starts rising by over 20%.
FEBRUARY 2022 US-MEXICO INTERVIEW MIDDLE EAST
STRONG & NEW LYNX CEO A BRIGHT AND
GROWING MCARTHUR OPEN FUTURE?

HIGHS
AND
LOWS
HOW LATIN AMERICA’S
KEY MARKETS FACE
CONTRASTING FORTUNES

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 contents
Routes 2022 | ISSUE 1

COKADA-/ISTOCK
10

FEATURES

10 Cover Story: Shifting Sands 14 Desert Bloom 18 Going Strong

Many domestic markets in Latin America Despite a challenging road to recovery, an Proposed Allegiant-Viva Aerobus
and the Caribbean are back on track, but increasingly open Middle East could be set JV highlights efforts to grow
international connectivity remains a worry. for a bright future. US-Mexico traffic.
By David Casey By Wesley Charnock By Aaron Karp
OCEAN DRIVEN MEDIA

VIVA AEROBUS
WESTJET

4 8 18

DEPARTMENTS

3 Editorial 22 Notable Routes Briefs

By Wesley Charnock
23 Airport Briefs
4 Commentary
By Frank Satusky 24 Customer Services/Advertisers’ Index
6 Route Analysis
By David Casey
8 Interview
Merren McArthur
ON THE COVER: Rio de Janeiro, Brazil. Photo: Yuri de Mesquita Bar/Getty Images.
CEO, Lynx Air

routesonline.com ROUTES 2022 ISSUE 1 1

 Editorial Routes 2022 | ISSUE 1

EDITORIAL STAFF
LAND OF
Editor-in-Chief
Wesley Charnock OPPORTUNITY
wesley.charnock@informa.com

Senior Network

T
Planning Editor he domestic US market has
Wesley Charnock | Editor-in-Chief
David Casey been an exemplar of the resil-
david.casey@informa.com
wesley.charnock@informa.com
ience of air transport. Despite
falling to just over 60% of 2019 levels of
Group Air Transport capacity in 2020, the market recovered to about 80% of domestic departure seats
Editor-in-Chief last year. Much of that resurgence has centered on leisure destinations.
Karen Walker However, while just over 250 US airports have grown or gained capacity since
karen.walker@informa.com
2019, more than 450 face reduced levels of service and in some cases lost all
scheduled service, OAG data show.
Group Air Transport In Canada the situation is more pronounced. The domestic market remained
Managing Editor
at 45% of 2019 capacity levels last year and almost 90% of Canadian airports still
Jack Wittman
jack.c.wittman@informa.com
offer reduced service.
Notably bucking the trend, startup airlines in both countries are finding op-
portunity in the crisis and seeking to connect the unconnected, find new market
Contributing Editor
pairs and price-stimulate demand. Typically, they are looking to take advantage of
Aaron Karp
relatively low set-up costs, access
to attractive new aircraft prices or
Director, “Routes are only truly
Editorial Production lease rates, and market gaps as
incumbent carries retrench. economically viable if
Michael Lavitt
Airports have an opportunity, they remain so without
too, to prove their business case to
Director, state funding.”
Content Design these new players before network
Lisa Caputo maps are inked and partnerships
cemented.
Content Designers Smaller regional US airports told Routes of plans to use government pandemic
Thomas De Pierro financial support via the CARES Act and other funding to prioritize lower CPEs, cre-
Rosa Pineda ating competitive baselines to attract airlines, while also focusing on the reduction
Colin Throm of leakage to nearby larger airports.
Startups will certainly benefit from such tactics, but airports should also be mind-
Production Editors ful of not creating a cost “honeymoon” that cannot be sustained. Routes are only
Rosa Pineda truly economically viable if they remain so without state funding. By all accounts,
Theresa Petruso US aviation will not get another round of pandemic-related government aid. This
Audra Avizienis year is likely to see more US carriers eke out small profits, begin to scrape at
Guy Ferneyhough their pandemic-related debt, and do so without additional congressional funding
despite the hopefully short-term impacts of Omicron and winter storms. It remains
Spaces a very challenging environment, but one that is significantly ahead of the recovery
125 Deansgate status in most other parts of the world.
Manchester, M3 2BY At Routes Americas in San Antonio this February, there will be a strong mix
United Kingdom
of startups and legacy carriers all looking for new opportunities that both help
pull them through the recovery and, perhaps more importantly, provide long-
term growth.

routesonline.com ROUTES 2022 ISSUE 1 3

Another random document with
no related content on Scribd:
 NOTES

On April 16th the Headquarters of the American National Red

Cross were moved to the office, room 341, provided for them in the
Surgeon-General’s Division of the War Department. Through the
kindness of Mr. F. A. Keep some new articles of furniture were
purchased for the office, and the more spacious quarters and better
equipment for office work have proved of the greatest advantage in
the large amount of additional labor entailed by the San Francisco
Relief.

The delegates appointed by the U. S. Government to represent it

at the Convention of Geneva for the Revision of the Red Cross
Treaty, held June, 1906, are Brigadier-General George B. Davis,
Judge Advocate General of the U. S. Army; Brigadier-General
Robert M. O’Reilly, Surgeon-General of the U. S. Army, who is also
Chairman of the Red Cross Central Committee; Rear Admiral
Charles S. Sperry, U. S. Navy, and Colonel William Cary Sanger,
President of the New York Red Cross Branch. A report for the
Bulletin on the revisions agreed upon by this Convention will be
made by one of the U. S. delegates.

Since the publication of the last Bulletin the following new State
Branches have been organized:
Colorado.—President, C. C. Hemming; Secretary, W. DeF. Curtis;
Trustees, John A. Thatcher, Pueblo; F. B. Gibson, Denver.
Indian Territory.—President, Dr. F. B. Fite; Vice-Presidents, Hon.
D. H. Johnston, Chief Chickasaw Nation; Hon. John Brown, Chief
Seminole Nation; Hon. W. C. Rogers, Chief Cherokee Nation; Hon.
Green McCurtain, Chief Choctaw Nation; General P. Porter, Chief
Creek Nation; Secretary, Dr. Fred S. Clinton; Treasurer, J. H.
McBirney.
 Minnesota.—President, Governor John A. Johnson; Vice-
Presidents, Dr. Cyrus Northrup, Archbishop John Ireland, Hon. David
Percy Jones, Hon. William H. Lacid, Rev. A. W. Ryan; Secretary,
Edward C. Stringer; Treasurer, Kenneth Clark; Chairman of
Executive Committee, Hon. Daniel R. Noyes.
Missouri.—President, J. C. Van Blarcom; Vice-Presidents, Hon.
John W. Noble (1st), Robert A. Holland, Jr., (2d); Secretary, Leighton
Shields; Treasurer not yet designated.
North Carolina.—President, Mrs. Zepulon B. Vance; Vice-
Presidents, Dr. S. Westray Battle and James H. Caine; Secretary,
and Treasurer, Mrs. Theodore F. Davidson.
Texas.—President, Mrs. Mary Sherman Allen; 1st Vice-President,
John A. Ewton; 2d Vice-President, M. P. Exline; 3d Vice-President,
Mrs. Sarah Danover; 4th Vice-President, Mrs. C. Burton Griggs;
Treasurer, Royal A. Ferris; Secretary, Mrs. Green Scheyler Hill.
Washington.—President, Mr. John T. Redman; Vice-Presidents,
Captain E. G. Griggs and Dr. Carsley Balabanoff; Recording
Secretary, Mrs. Henry McCleary; Corresponding Secretary, Mrs.
James W. Cloes; Treasurer, Mr. Louis W. Pratt.

The records of the Philippine Red Cross Branch show a

membership of 119 annual and 4 life members.
On December 30th there died at Manila Captain Joaquin Monet of
the Manila police force as the direct result of a cold contracted in the
performance of duty during the tornado which devastated Manila and
particularly his precinct, Paso, on the 26th day of last September,
when for twenty-four hours he worked without changing his wet
clothing, amidst live electric wires, in the ravages of storm and flood,
to protect property and to relieve the sufferings and fears of people
under his care. He left a widow and children, and as there is no
provision for pensions for the families of men who give themselves at
the call of duty, the Philippine Red Cross Society decided to
appropriate out of its relief funds $15.00 a month for six months for
the support of this man’s family, and the Secretary of the Philippine
Red Cross writes: “Had you relieved only this one case it is worth the
while to have founded here a Branch of the National Red Cross.”

Hon. A. C. Kaufman, President of the South Carolina Branch of

the Red Cross, writes as follows:
The formation and management of a Red Cross Branch, in this section,
has called for extreme diplomacy, conservatism and caution. Our effort
has been to place this Branch upon a high plane, following closely the
standard of the parent organization.
By pursuing this course, we have established confidence in the
movement, and have won friends in every portion of the State. That has
been clearly demonstrated in our ability to secure as a Vice-President,
from each of the seven Congressional Districts, in South Carolina,
gentlemen of exalted standing in the social, professional and business
walks of life.
The following is a complete list of the Vice-Presidents of the South
Carolina Branch: First Congressional District, Maj. Theodore G. Barker,
Charleston; Second Congressional District, Hon. D. S. Henderson, Aiken;
Third Congressional District, Rev. James A. B. Scherer, Ph.D., Newberry;
Fourth Congressional District, Rev. Robert P. Pell, Litt D., Spartanburg;
Fifth Congressional District, Col. Leroy Springs, Lancaster; Sixth
Congressional District, Hon. W. D. Morgan, Georgetown; Seventh
Congressional District, Hon. W. C. Benet, Columbia.
Again, we have done well under the circumstances, in contributions
that have come to us, in aid of sufferers of Japan, Italy and San
Francisco. Our purpose was, not to go around begging alms, but to trust
to the generosity of our fellow citizens, and thereby to test their
confidence in us, as representatives of this great International body. The
success of this plan has been shown in the reports that have been made
by us to the National Headquarters. Every penny we have accounted for
has been a voluntary gift, that has come to us, not been run after. This
dignified course has produced a marked effect upon the people of the
State who have witnessed this well ordered procedure. This plan may
have diminished somewhat the amount of our receipts, but it has raised
the organization very high in the estimation and respect of the entire
citizenship of our State.
The Branch is now in a most healthy and flourishing condition and we
feel proud of the position it occupies in the brilliant galaxy of Red Cross
Branches.
 The Secretary of the Michigan Branch, Mr. R. M. Dyar, writes
under date of June 6:
We have adopted a method for increasing our membership of getting in
communication with men in small towns, who acted as Treasurer or
Chairman of local relief committees for the San Francisco Fund, our idea
being to appoint such men as Vice-Presidents and to have them decide
on becoming members themselves, and endeavor to secure additional
members in their cities or towns.

The following is a list of the Sub-divisions of the Massachusetts

Branch, with the officers of each:
Worcester County.—Chairman, Charles G. Washburn; Treasurer,
Dr. Homer Gage; Secretary, Mrs. Lincoln W. Kinnicutt.
Berkshire County.—President, Judge John C. Crosby; Vice-
President, Rev. J. C. Smoots; Secretary and Treasurer, Dr. Alfreda
B. Withington; Executive Committee: Dr. J. F. A. Adams, Mrs. H. A.
Brewster, Miss Julia W. Redfield, Rev. James Boyle, Pittsfield; Mrs.
W. Murray Crane, Jr., Dalton; Miss Cornelia Barnes, Lenox; Miss
Caroline T. Lawrence, Stockbridge; Mrs. William Stanley, Great
Barrington.
Hampden County.—President, Mr. George Dwight Pratt;
Treasurer, Mr. Ralph P. Alden; Secretary, Miss Amy B. Alexander.
A Division is being organized in Essex County, of which Gen.
Francis H. Appleton will be Chairman and Mr. W. O. Chapman, of the
Asiatic Bank, Salem, Treasurer.
The Secretary of the Massachusetts Branch, Miss Katherine P.
Loring, reports that, “A man has been representing himself as an
agent of the Red Cross and has been begging for subscriptions for
our purposes. We have put notices in the newspapers and have
notified the police that we never employ agents.”

The Connecticut Branch reports six Sub-divisions and another in

process of formation. They have a total membership of 900,
including 89 life members. Of the foregoing membership four
hundred are members of the Norwich Society.
The Secretary of the Connecticut Branch of the Red Cross in a
letter dated June 12th states that the Bristol Sub-division, which is
composed of twenty-five boys, members of a Sunday-school class,
accomplished wonders in their efforts in behalf of the unfortunate
people of California. They not only collected and shipped to
California clothing, blankets, linen, etc., amounting to 1272 pieces,
but contributed in cash $1,235.04. No better work than this has been
done by any organization, and as Mrs. Kinney says—good for the
boys!
The New York State Branch now has twelve sub-divisions. Since
the April number of the Bulletin, four new sub-divisions have been
organized, namely: Chautauqua County, Columbia County, Duchess
County and New York County. It is probable that organization will be
effected soon in Chemung, Oswego and St. Lawrence Counties.
Work is now progressing and organization is under consideration in
seven other Counties, namely: Broome, Greene, Orange, Nassau,
Suffolk, Tompkins and Jefferson.
The membership of the sub-divisions is as follows:
Albany County 100
Brooklyn 267
Buffalo 80
Chautauqua County 11
Columbia County 52
Duchess County 59
Islip Township 144
New York County 587
North Westchester County 51
Oneida County 186
Rochester 30
Syracuse 20
 In other counties of the State there are forty-nine members,
making the total membership for the State, so far as reported on
June 16th, one thousand, six hundred and thirty-six.
The Americans in London sent through the Honorable Whitelaw
Reid, the American Ambassador, $20,000.00 for the California Fund.
The New York County Sub-division opened two clothing depots
where contributions of clothing were received, assorted, repacked
and shipped, sending 181 cases to San Francisco. During the first
three weeks every night a list of supplies that day shipped or en
route was sent to Dr. Devine. Service was also systematically
arranged in telegraphing inquiries for missing relatives and friends
and forwarding the information when received. The business public
evinced the greatest interest and most practical coöperation in the
relief work by furnishing free service and by lending or giving ample
equipment to carry on the work.
The work of the State Branch has so increased as to render it
necessary to move into a larger office—Room No. 507—in the same
building, No. 500 Fifth Avenue, New York City.

PENNSYLVANIA BRANCH HEADQUARTERS.

Philadelphia, Independence Hall Building, June 14, 1906.
We awoke the day after the earthquake horrified to read in the
morning papers that California had been devastated and San
Francisco was in flames. It needed no second reading to know that a
call for help would soon reach us, so our officers and executive
committee reported to our State Headquarters where soon the
expected telegram from Washington was received. It was a brief
message instructing us to issue an appeal and appoint local
treasurers.
Our official printer, who, by special arrangement, is obligated to
take our copy and run on our emergency work night and day, was in
a few hours delivering to headquarters the necessary printed matter.
“The Society for Organizing Charities,” represented by Miss
Richmond and Mr. Esterbrook, volunteered to do the addressing of
our appeals and at an hour’s notice had more than a score of their
splendid young lady volunteers addressing and mailing our Red
Cross appeal, using their Charity list of fifteen thousand selected
names.
By a wise arrangement our Secretary is authorized to make
emergency expenditures subject to reimbursement at later meeting
of the Executive Committee, so the postage alone of some $300 was
made instantly available from his personal funds.
In all such appeals it is vital to determine the psychological
moment of greatest effect and the force of our appeal was at its
highest on Monday morning following the reading of the Sunday
papers.
An early call was sent to each city daily and evening newspaper
and a publicity department was established where all telegrams,
letters, abstracts and daily subscription lists were furnished in
typewritten copy to all reporters. Such returns must be made quickly
and we kept a regular volunteer force of messengers taking reports
at certain convenient intervals to newspaper headquarters. These
State Headquarters realizing the necessity and value of the
coöperation of the towns, other than Philadelphia, throughout the
commonwealth, promptly acted upon the suggestion of President
Talcott Williams and the Secretary who were in daily conference with
heads of all departments. A telegram was therefore sent to some two
hundred towns throughout the State, addressing the leading bank, or
trust company, asking them to confer with their Mayor or Chief
Burgess as chairman, appointing a Red Cross Committee, and with
aid of local newspapers to publish a fund and solicit subscriptions,
same to be promptly forwarded to State Treasurer, Mrs. Alexander J.
Cassatt, at Philadelphia, who daily deposited the amounts received
for transmission to Washington. An immediate response was
forthcoming from some score of towns and in a few days the funds
were massing up.
This secured the hearty interest and coöperation of thousands of
citizens of the State and established the groundwork of Red Cross
Sub-Branches in every city, hamlet and village.
 The State Headquarters, at Philadelphia, in the old Independence
Hall Building, with its Executive Committee and volunteer clerks,
stenographers and messengers was a busy office for the three
weeks following the disaster.
Our facilities were admirable to the purpose. The two telephone
companies, the Bell and Keystone, gave us free of cost each three
extra telephones of unlimited service. The Postal and Western Union
Telegraph companies franked our official messages. The Adams,
United States and Wells Fargo Express companies sent forward our
packages free of charge and the Relief Trains of the North American
and Evening Telegraph put their cars at our disposal, and sent their
wagons for our heavy freight, thereby greatly assisting us with a
matter that was assuming serious proportions.
The Ladies’ Auxiliary Committees under the able advice of Mrs.
John Dye, herself a veteran nurse of the Civil War and a trained Red
Cross worker of the Spanish War, took full charge of the packing and
inspection of all materials submitted and nothing of worthless or
inappropriate kind went forward bearing the tag of the Pennsylvania
Branch.
It was an honor and privilege extended our Secretary to act in
conjunction with the National body in the purchase of large quantities
of Army Blankets from local mills. These vital essentials were early
despatched by rush express to the Red Cross Field Agents in San
Francisco and thus can the State Branches assist the great National
Headquarters in other ways than the forwarding of funds alone.
An item of a thousand baby nursing bottles and a dozen boxes of
infant necessaries and a shipment of condensed milk for future
’Frisco citizens shows that the little ones were also well
remembered.
In Philadelphia, Pittsburgh and other of our large cities there has
existed for years many splendid and efficient Permanent Relief and
Citizens Emergency Committees all of whom, with the many trades
organizations, were early in the field with their appeals. Though the
millions of dollars thus raised were speedily and properly expended it
yet served to exhaust the giving power of many who would have
gladly subscribed to the Red Cross appeal.
This serves to urge us to the immediate completion of a full State
organization of Sub-divisions, and any of our Pennsylvania citizens
reading this would help our cause should they proceed to organize
local bodies and address these Headquarters for instructions.
It is impossible in so brief a report to mention the many incidents
of our “California Earthquake and San Francisco Fire Appeal” as we
called it. The pathetic letters, the sad plight of the refugees who
came to us for succor and employment, of our inquiries for the dead
and missing, of the free telegraphic bureau and of the letters written
by the many who called to ask a seemingly hopeless question. Nor
must we overlook thanking Dr. Devine for his quick and always
satisfactory replies to our inquiries. The marvel of it all is that it was
possible to so quickly bring the relief work to such a state of high
potential efficiency, conclusive and splendid record of the success of
the National Red Cross and its responsible State Branches. In a later
report we will send you a list of the Pennsylvania State towns with
their financial statements of subscriptions sent through these
Headquarters. We wish now to thank the citizens of the entire State
and particularly of those cities that responded so promptly and so
liberally.
“Who gives quickly gives twice.”
Very respectfully yours,
JOSEPH ALLISON STEINMETZ.
Secretary for Pennsylvania.

The National Secretary received the following letter from Miss

Emily P. Bissell, Secretary of the Delaware Branch, who is making a
tour of Europe:
Rome, May 27, 1906.
Mr. Charles L. Magee, Secretary the American National Red Cross,
Washington, D. C.
My Dear Mr. Magee:
 I am sorry to say that I could not find out anything much about Red
Cross relief work in Naples. When I landed there on May 8th, the eruption
of Vesuvius was a thing of the past. The streets were all cleaned up, the
roads open, and the people who had at first crowded into the city from the
destroyed towns had all been sent back or away. I went to the Red Cross
rooms, and was shown the garments for distribution, which a committee
of ladies had been attending to. That was the only sign of activity there,
and only one man, and he not an official, but a subordinate, was in the
rooms. He told me all the relief work now carried on was in the towns
themselves—Bosco Tre Case and Ottajano. So I started off for them next
day.
Bosco Tre Case is very easy to reach and to examine. The road is
clear, up to where the mass of lava has blocked the railway. The officers
of the municipality, three in number, were standing at the entrance of the
road into the village, with a plate, asking contributions from the tourists,
who were driving through in numbers. The lava, a black, rough mass,
covering fields, and what had been houses, was still smoking. But its path
was not very wide, this village only being destroyed, and on each side of
it the fields were in their usual state. The destruction in the path of the
lava was absolutely complete, of course. I could not find any Red Cross
people there, so I drove on to Pompeii, and took the next train to
Ottajano. As we went up toward Ottajano, the ashes began to show in the
fields. At first only a thin gray dust, they increased as we ascended. It
was a pitiful sight, the vineyards and orchards dying in the ashes. It was
like a tremendous snowfall, with drifts here and there, but smooth in most
places. For miles, the vineyards are three feet deep in ashes. Here and
there, women and children, with small baskets on their heads, were
laborously carrying away the ashes and dumping them on the side of the
roads. But it would be about as easy to empty Lake Erie with a
tablespoon. At Ottajano, I found the army and the Red Cross in full
control. Seven hundred homeless people are here cared for. One
thousand have been sent to friends or to America, or scattered here and
there where work can be found for them. The Red Cross people said that
it was impossible to tell how long those who remained would have to be
looked after. Perhaps six months would not be enough. Three hundred
was too large an estimate, they said, of those killed in the eruption; but
certainly over one hundred had perished, and very likely many more. The
soldiers and the men were at work digging ashes, and casting them away
on tiny freight cars. The women were sitting in groups, with nothing to do.
Some sewing is now being given out by the Red Cross. The houses are
full of ashes to the second story, and the roofs either gone altogether, or
broken and unsafe from the weight of the ashes on them. The Red Cross
 gives out rations and clothes and seems to be extremely well conducted.
There are various officials and Sisters of Mercy, all working constantly
and with great system.
The covering of the fields by ashes is the worst part of the disaster, for
it means that the livelihood of the people is gone for an indefinite time.
They are hardworking, deserving peasants, and now their crops are
gone, and the soil will not bear anything for three or four years, till the
ashes are assimilated. They are far too deep to be plowed in at present.
There is no possible place to dump them. Every road is full, every waste
space heaped up high.
The Red Cross has not as yet published any bulletin or account of their
work. They will do so, however, in the end. Of course they need money,
and will continue to need it for months. I hope America can send them
some, for they certainly deserve it.
Sincerely yours,
EMILY P. BISSELL.

Items from the April Bulletin of the Red Cross International

Committee of Geneva.
The Bulletin contains a report of the hospital sent to and
maintained in Manchuria by the German Red Cross Society. The
equipment filled 24 cars, providing for a hospital of 120 beds, a
disinfecting apparatus, Röntgen plant, a bacteriological laboratory,
and provisions for six months. Its personnel consisted of the Chief
Surgeon, four Assistant Surgeons, two students, an administrator, a
technical officer, 12 sister nurses and nine lay nurses. A large part of
the personnel spoke Russian. Dr. Brentano, the Chief Surgeon, who
considered the collaboration of feminine service of inestimable value,
exacted that the sister nurses should belong to strictly religious
orders, and that the character of the lay nurses should be strongly
vouched for.
At the termination of the war, in returning to their country, 59
Japanese officers and 1721 soldiers who had been prisoners in
Russia passed through Germany. For those who had been sick or
wounded the German Red Cross turned the cars into veritable
hospitals. At Berlin, upon order of the Emperor and Empress, the
German Red Cross prepared a reception for them. Tea, cigarettes
and some Japanese papers were distributed among them. At
Hamburg the transportation of the sick and wounded to the ship was
quickly accomplished by the Red Cross sanitary columns, and those
who were well taken by a Red Cross detachment to see the city.

In France a movement is on foot to organize a volunteer

automobile corps for the transportation of wounded. With the
excellent roads that exist in that country, the wounded could often be
transported in a few hours by automobiles to the reserve hospitals—
thirty or forty miles from the front—instead of by the slow process of
transportation by ambulance.
It is proposed to organize a volunteer corps of chauffeurs,
including women, who are experts in the running of these machines.

In Italy the Red Cross has been continuing its great anti-malarial
work in the Roman Campagna. It has several stations, and each
station has a wagon, an ambulance and medical supplies, and a
personnel of a medical officer, a man nurse and a conductor, each
giving two months’ service.
In 1900 when the work began, 31 per cent. of those receiving the
preventive treatment suffered from the fever. The report for 1905
shows that only a little over 5 per cent. were attacked by the malady;
that is, out of 16,427 treated only 839 suffered from fever.
The Red Cross of the Netherlands reports relief rendered to a
village which was partially destroyed by fire.

The Bulletin contains a long article on the Russian Red Cross. On

January 1, 1905, not including Port Arthur, it had 158 ambulances of
various kinds including hospital trains, and hospital accommodations
in Manchuria for 27,911. This article shows so strongly the need of
system and preparation beforehand that it is hoped a portion of it
may be printed in some subsequent Bulletin of the American
National Red Cross.
 The Saxon Red Cross reports 70 Sanitary Columns with 2161
members, all of whom have received a special course of instruction.
At Loschwitz a house for convalescents has been established and
utilized for German soldiers returning from campaigns in South
Africa.

The importance of the Revision of the Treaty of Geneva and some

of the subjects to be discussed, for which the Convention is now
being held in that city, occupies considerable space in the
International Bulletin. Among the questions are: the protection of the
wounded from ill treatment and pillage, the wearing by all military
persons of some mark of identification, a provision that a list of the
dead, the wounded and sick found or taken by the enemy shall be
sent as soon as possible to the opposing Army or its government, a
complete enumeration of the sanitary personnel protected by the
Treaty, if in this enumeration shall be included the personnel of the
volunteer aid, and under what conditions? Fourteen questions are
given.

It is much regretted by the National Officers that so few of the

Branch Societies have sent in any notes for publication in this
number of the Bulletin.
Copies of this quarterly Bulletin are sent to all foreign Red Cross
Societies and to every member of the American National Red Cross
free of charge.
Members of the Red Cross may obtain from the Secretary of the
Branch to which he or she belongs a Red Cross pin or button upon
the payment of fifty cents.
The new life-membership certificates are now being sent out from
the National Headquarters, and any life member not receiving one
will confer a favor by notifying the National Secretary.
The Red Cross is having made some special pins to be worn by
Red Cross nurses. These will be furnished the nurses without
charge.
 APPLICATION FOR MEMBERSHIP

Persons desiring to become members of the American National

Red Cross should fill out, as indicated, the blank forms on following
page of this Bulletin and mail to the Secretary of the Branch Society
in the State where they reside, whose address is given below.
Persons residing in States or Territories where no Branch
Societies have as yet been formed should send their applications to
the Secretary of the American National Red Cross, Room 341, War
Department, Washington, D. C. These applications will be given
prompt consideration as soon as such Branch Societies are
organized.

Life membership dues, $25.00.

Annual membership dues, 1.00.

CALIFORNIA BRANCH: Mrs. Thurlow McMullin, 2200 California

Street, San Francisco, Cal.
COLORADO BRANCH: W. DeF. Curtis, Colorado Springs.
CONNECTICUT BRANCH: Mrs. Sara T. Kinney, P. O. Box 726, New
Haven, Conn.
DELAWARE BRANCH: Miss Emily P. Bissell, 1404 Franklin Street,
Wilmington, Del.
DISTRICT OF COLUMBIA BRANCH: Mr. Gist Blair, Corcoran
Building, Washington, D. C.
GEORGIA BRANCH: Mr. Allen Sweat (Treasurer), National Bank
Building, Savannah, Ga.
ILLINOIS BRANCH: Mr. Honore Palmer, 1300 First National Bank
Building, Chicago, Ill.
INDIANA BRANCH: Hon. Noble C. Butler, Indianapolis, Ind.
INDIAN TERRITORY BRANCH: Dr. Fred S. Clinton, Tulsa, Indian
Territory.
MAINE BRANCH: Mrs. Frank H. Briggs, Auburn, Me.
MARYLAND BRANCH: Mr. George Norbury Mackenzie, 1243
Calvert Building, Baltimore, Md.
MASSACHUSETTS BRANCH: Miss Katherine P. Loring, Prides
Crossing, Mass.
MICHIGAN BRANCH: Mr. R. M. Dyar, 705 Union Trust Building,
Detroit, Mich.
MINNESOTA BRANCH: Edward C. Stringer, St. Paul, Minn.
MISSOURI BRANCH: Leighton Shields, Laclede Building, St. Louis,
Mo.
NEW YORK STATE BRANCH: Mrs. Wm. K. Draper, Bristol Building,
500 Fifth Avenue, New York, N. Y.
NORTH CAROLINA BRANCH: Mrs. Theodore F. Davidson,
Asheville, N. C.
OHIO BRANCH: Rev. John Hewitt, Cumberland Building, Columbus,
Ohio.
PENNSYLVANIA BRANCH: Joseph Allison Steinmetz,
Independence Hall, Philadelphia, Pa.
PHILIPPINE BRANCH: Mrs. George A. Main, Manilla, P. I.
RHODE ISLAND BRANCH: Prof. George Grafton Wilson, 15
Westminister Street, Providence, R. I.
SOUTH CAROLINA BRANCH: Mr. George Hoyt Smith, Charleston,
S. C.
TEXAS BRANCH: Mrs. Green Scheyler Hill, Dallas, Texas.
WASHINGTON BRANCH: Mrs. James W. Cloes, Tacoma, Wash.
VERMONT BRANCH: Mr. Charles S. Forbes, St. Albans, Vt.
WYOMING BRANCH: Miss Winifred W. Woods, Cheyenne, Wyo.
 Application for Membership in the American National Red Cross

I apply to be enrolled as a (Life/Annual) member of the ....

Branch of the American National Red Cross.

Name................................................
Address.............................................

Life membership dues, $25.00.

Annual membership dues, 1.00.
(Erase whichever membership is not desired.)

To the Secretary of the ........... Branch

The American National Red Cross.

.......................................................................

.......................................................................

Application for Membership in the American National Red Cross

I apply to be enrolled as a (Life/Annual) member of the ....

Branch of the American National Red Cross.

Name................................................
Address.............................................

Life membership dues, $25.00.

Annual membership dues, 1.00.
 (Erase whichever membership is not desired.)

To the Secretary of the ........... Branch

The American National Red Cross.

.......................................................................

.......................................................................

Application for Membership in the American National Red Cross

I apply to be enrolled as a (Life/Annual) member of the ....

Branch of the American National Red Cross.

Name................................................
Address.............................................

Life membership dues, $25.00.

Annual membership dues, 1.00.
(Erase whichever membership is not desired.)

To the Secretary of the ........... Branch

The American National Red Cross.

.......................................................................

.......................................................................