On the surface, between Lomé and Abidjan, everything is going well. Except that behind this fraternity of facade, there is a hushed war, merciless between two capitals. In question, the control of sub-regional air traffic, which will confer on the winner, the enviable and strategic status of "sub-regional Hub", with all the advantages linked for the establishment and development of business.

First economy of the WAEMU (West African Economic and Monetary Union) and third of the ECOWAS area (Economic Community of West African States), after Lagos and Accra, Abidjan had undoubtedly, and this until the end of the nineties, many cards in hand to become in the WAEMU sub-region, the first Business Center, and naturally, the sub-regional hub of air transport.

But, with the politico-armed crisis that the country experienced during the decade two thousand, the departure of Abidjan from the AfDB (African Development Bank), the disappearance of the Air Afrique Company, among others, Abidjan had lost this position of sub-regional capital, leaving the field open to other ambitions to manifest themselves.

Thus, on the West African level, Accra, which has since experienced two decades of economic growth, is now clearly displaying its ambitions. At the same time, at the sub-regional level, Lomé has become attractive again after years of decline, and since then in full reconstruction, can rely on its new revival of economic interest.

With the return of Alassane Ouattara to business in Abidjan, and the Ivorian capital on the sub-regional stage, Abidjan now intends to fully play the leading role that has always been its own. Especially with the return of the AfDB to the Ivorian market, and not to mention the BRVM (WAEMU Regional Stock Exchange) which also sits there.

But in this battle, Lomé does not lack assets either. It is also home to leading regional institutions, including BOAD (West African Development Bank), the coveted pan-African banking group Ecobank, EBID (ECOWAS Investment Bank), and ... the Orabank group, and many others.

In this more competitive area of air transport, Lomé can already count on two major regional carriers, both of which have chosen it as a hub. Major Ethiopian Airlines, whose scale is no longer to be presented, and the young company, Asky, which also has its headquarters there.

Thus, the birth and start of activities of the airline Asky, which wants to be pan-African, both in its objectives and in its services, will highlight this rivalry.

After having tried in vain to recover the head office, the operating base of the nascent company, Abidjan will slow down by four feet, the issuance of the necessary authorization to Asky for the service of the Ivorian capital. Obstacles that unfortunately or fortunately, will not last long.

Never mind, Abidjan will resurrect its defunct company Air Ivoire, occasionally renamed Air Côte d'Ivoire, not only to keep its local traffic, but also to deploy in the sub-region, in direct competition with Asky's service efforts, major cities in the sub-region.

A way to mark its difference, its rider alone, by being part of an out-of-community scheme, as sought by the member states of the WAEMU area, by deciding on the birth of the company, to fill the void left by Air Afrique.

A counter-current strategy according to several experts, with a continent that today counts a hundred national companies, several of which are condemned to file for bankruptcy in the next ten years. And for good reason, "too many and not profitable enough" to be able to compete with large foreign companies.

Meanwhile, ASKY, which believes in its chances and its strategy, and which wants to be a pan-African Company, both in its objectives and in its essence, will favor partnerships with about twenty companies in the region, to cover nineteen countries of West and Central Africa, with a success that today is becoming clearer and stronger.

But Lomé, which now believes in its chances, also wants to give itself all the means to be up to the challenge.

In this sense, since 2012, it has undertaken the modernization of its airport, which according to estimates, will have cost no less than 150 billion FCFA. Work financed by a loan from China EximBank, and which should allow Gnassingbé Eyadema International Airport (AIGE), to accommodate on average, 2.5 million passengers per year and quadruple the processing of its annual cargo.

But Lomé, which has also introduced a number of tax advantages and measures, does not intend to stop there, to attract other international carriers. Thus, would be expected in a few months, the arrival of new companies, two to three additional, interested in the airport platform of Lomé, to make it their hub of service to the West African region.

As such, Abidjan will still have to fight hard, to succeed in supplanting Lomé, on this ground of first air service hub of the sub-Saharan sub-saharan region. But to stay in the race, Lomé will have to rely more on a strong, unwavering political will that is ready to support it to the end.