The State of the State of Enugu announced that the concession process of Akanu Ibiam international airport in Enugu is now complete at more than 70%, with expectations that it will be finalized in the second quarter of 2025.
This was disclosed by the State Commissioner for Transport, Dr. Ozor, during a program on AFIA TV.
According to Dr. Ozor, the process is managed by the Federal Aviation Ministry in collaboration with private investors. Once finished, the concessionaire will start improvements to the international wing of the airport, in particular the long -term international terminal, the freight terminal, the maintenance of the aircraft, the repair and the revision (MRO), the hangars and the extension of the track.
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But although the government of the State is optimistic, the airport concession has aroused increasing discomfort among citizens, especially those in the Southeast where Akanu Ibiam remains the only functional international airport. Many believe that the current decision is not to make the airport more effective, but to weaken it thanks to a calculated strategy masked as a concession agreement.
Sabotage allegations and lack of transparency
Mistrust is not new. For years, the Southeast had to put pressure for the reopening or rehabilitation of Akanu Ibiam airport, which has repeatedly suffered delays in negligence and funding. Now that the federal government has approved its concession, criticism argues that the way of the process raises red flags.
The analyst and financial commentator, Kalu Aja, asked the questions directly to the Minister of Aviation Festus Keyamo, demanding answers to what he describes as glaring omissions and a lack of transparency surrounding the agreement.
“Who exactly is the Aero Alliance consortium?” Asked Aja. “Are they recorded in Nigeria?” Who are their promoters? ”
Although he was appointed as a favorite tenderer, practically no public information exists on the Aero Alliance consortium – his history, his leaders or his financial and technical references. This opacity has fueled suspicions on the reasons behind the concession and if a regular procedure has been followed.
Has the concession followed the directives of the PPP of Nigeria?
AJA underlined the guidelines under the 2005 law of the Infrastructure Regulatory Concession Commission (ICRC), which requires that all public-private partnerships (PPP) must follow a competitive tender process. He raised concerns and wondered if the process respected the main provisions of the law:
Competitive auctions: There is no evidence that several offers have been invited or evaluated competitively. The CICR rules require the tenderer with the most technical and economically solid proposal to be selected by a transparent process. Did it happen here?
Technical expertise: According to the ICRC, any private sector in the running for an airport concession must demonstrate a strong technical capacity in the management of international aviation facilities. However, there are no files accessible to the public of the involvement of Aero Alliance Consortium in an airport management project, inside or outside the Nigeria.
Financial capacity: The tenderers are required to show a net value of at least 30 billion Nairas (around $ 72 million) and to obtain letters of credible financial institutions to prove that they can manage airport infrastructures. Many believe that there is no evidence that Aero Alliance has reached this threshold.
The 80 -year -old tenor: a new previous one?
Another concern that has attracted public indignation is the unprecedented duration of the concession period – 80 years. It is more than double the tenors given for concessions from other Nigerian airports, most of which are under 30 years of age.
“What is the reason for locking a strategic infrastructure asset for 80 years?” Questioned Aja. “These are two generations. Lagos and Abuja airports have 20 to 30 years of concessions. Why is it different? “
While the unusually long tenor deepens fears that the objective is not effective management, but a calculated dismissal of the only international gateway in the region, certain stakeholders in the Southeast call for the publication of the agreement and examined by the National Assembly or a public surveillance organization before it is authorized to continue.
What happens to the free trade area?
Uncertainty does not end with the concession contract itself. There are also concerns about the parts of the airport complex which are the agreement. Aja raised a sharp question: “Is the free trade area at Akanu Ibiam International Airport covered by this concession?”
The free trade area, if included in the concession, would mean giving in a potentially lucrative economic zone to a private entity for the next 80 years, without contribution from the government of the State or even clarity on the way in which these assets will be managed.
Income guarantees and risk transfer
The most worrying detail to emerge is that the federal government seems to have agreed to “guarantee” the expected income of the concessionaire during the period of 80 years – an arrangement that criticisms claim are reckless and has a huge financial risk for taxpayers.
“If the concessionaire does not achieve its income objectives, will the government really cover these shortcomings with public funds?” Asked Aja. “Why should Nigerian taxpayers be grappling with 80 years of risk of income planned for an agreement in which they did not have their say?”
Such an arrangement, if it is true, would constitute to privatize gains while socializing the risks – a model which has failed on several occasions in Nigeria, in particular in power, rail and telecommunications.
“This is the most scandalous agreement I have seen. According to the concession of Enugu airport, if this concession is terminated and the termination is the result of FGN’s defect, then the FGN must pay in progress, a third -party liabilities, a share investment and the expected yields,” noted AJA.
He went further to ask, “Have we become crazy in this nation?” Will Nigeria reimburse “investment in equity” and projected yields? So, if dealers say that they project 500%, FGN will reimburse 500%? Rental?
Aja went further to compare the concession to the controversial agreement P&DE. “This is how P & ID’s responsibility was created: you write a nonsense contract, have it signed, you are paid, and if it is canceled, you are also paid. The same method was used in Ajaokuta Steel Mill and Mambila Power; The two projects are now dead.
“This is a tactic to lower Enugu airport with debt and kill it, which makes it inoperable. Why would a government agree to be responsible for “projected yields”? It is a configuration against the whole region. ”
Optimism of the State Government
Contrary to criticism, the government of the state of Enugu remains full of hope. Dr. Ozor insisted that the federal government and private investors work in close collaboration to ensure that the airport becomes fully operational with modern facilities. He said the objective was to transform the airport into a regional center for international travel, trade and logistics.
He also noted that airport upgrades align with wider plans, including the next launch of Enugu Air – an airline supported by the state planned to start operations in May 2025.
In the context of the issues raised, the government has been invited to disclose more information on the Aero Alliance consortium, the concession agreement and the future airport governance structure if he hopes to regain public confidence and guarantee adherence to the project.
