Status Quo of the Implementation of the Yamoussoukro Decision
39
Zambian governments. Both countries have repeatedly refused to grant fifth freedom rights, which were requested on the basis of the Yamoussoukro Decision: Egypt (Cairo–Lusaka–Johannesburg) was refused by South Africa in 2001, Libya (Tripoli–Lusaka–Johannesburg) was refused by Zambia in 2001, Ethiopia (Addis Ababa–Lusaka–Johannesburg) was refused by Zambia in 2005, Nigeria (Lagos–Lusaka–Johannesburg) was refused by Zambia in 2006 during bilateral negotiations, and a request by Kenya (Nairobi–Lusaka–Harare) was refused by Zambia in 2005 (Schlumberger 2007, p. 192). Clearly Zambia’s protectionism policy is geared at protecting a future national carrier. This is especially obvious on the most lucrative routes, where even existing Zambian operators have been refused traffic rights. The stark contrast to Zambia is Ethiopia, which for more than 60 years has operated Ethiopian Airlines, its strong national carrier. For many years Ethiopia pursued an aggressive open skies policy that aimed at granting liberal air service rights on a reciprocal basis to states both within and outside Africa.6 As an airline, Ethiopian Airlines recognizes access to new markets, especially in Africa, as a strategic opportunity that clearly outweighs possible fare reductions resulting from a more competitive environment (interview with Girma Wake, chief executive officer of Ethiopian Airlines, 25 April 2007, Addis Ababa). As of October 2006, Ethiopia had concluded a total of 84 bilaterals. Of these, 46 bilaterals had been undertaken with African states,7 13 with European states, and 25 with other states (Strategic Planning Consulting 2006). Of the 46 bilaterals with African states, 19 can be considered to be in accordance with the Yamoussoukro Decision, of which 6 were concluded before the Yamoussoukro Decision came into force and 13 were signed after the Yamoussoukro Decision was adopted. An analysis of Ethiopian Airlines’ current network provides an interesting picture: • Of the 19 bilaterals that conform to the Yamoussoukro Decision, 13 are regularly served by Ethiopian Airlines with third, fourth, and fifth freedom traffic. Six have no traffic. • Of the 27 bilaterals that do not conform to the Yamoussoukro Decision, 10 are regularly served by Ethiopian Airlines with third, fourth, and fifth freedom traffic. Seventeen have no traffic. The analysis of the bilaterals of Ethiopia with the current network flown by its designated carrier indicates that two-thirds of these bilaterals result in regular third, fourth, and fifth freedom traffic, while only two