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News_Naija

Revenue Reforms: Nigerians Pay More For Less As Economic Policies Fuel Hardship (2)

In the wake of sweeping economic reforms aimed at rescuing Nigeria’s battered finances, millions of citizens now find themselves paying more—often far more—only to receive less in return, writes SAMI TUNJI, in the final part of this report Capital expenditure as a proportion of total government revenue also crashed spectacularly, from 96 per cent in 2023 to just 53 per cent in 2024. In simple terms, even though the government was collecting far more money, it was investing far less in the sectors most critical to national development and citizen welfare. Instead, a larger chunk of the revenue was absorbed by recurrent spending — salaries, pensions, administrative costs and, more worryingly, debt servicing. Nigeria’s debt service-to-revenue ratio remained alarmingly high, with Fitch Ratings projecting that debt servicing could gulp as much as 62 per cent of federally retained revenue by the end of 2024. This fiscal trend raised deep concerns among economists, civil society groups, and even international lenders, who warned that Nigeria risked mortgaging its future growth if it continued prioritising overheads and debt repayments over productive investment. The consequences are already visible. Across Nigeria, commuters complain of poor road infrastructure. Power supply remains epileptic, with national grid collapses reported multiple times in 2024 alone. Health facilities are deteriorating, pushing more Nigerians into medical poverty. Meanwhile, unemployment, especially among youth, persists, with the National Bureau of Statistics estimating a jobless rate of about 5.0 per cent officially — although independent economists say the real figure could be much higher when underemployment is factored in. It appears that Nigerians are paying more, the government is collecting more, yet the lived experiences of the majority are deteriorating. In its defence, government officials have argued that short-term fiscal consolidation is necessary to put the economy back on a sustainable path. Still, for millions of Nigerians facing daily hardship, promises about future projects are cold comfort. Experts sound the alarm Across the expert commentaries, one theme stands out clearly: while Nigeria’s revenue reforms were necessary in principle, their design and implementation have so far failed to prioritise the human cost. Without immediate corrective measures to ease the burden on households and businesses, there is a real risk that the government’s quest for revenue will deepen inequality, erode social cohesion, and ultimately undermine the very stability it seeks to build. Dr Aliyu Ilias, a development economist based in Abuja, said the government’s aggressive revenue drive has strained both individuals and the broader economy. “There are different ways of generating revenue,” he noted, “but when you look at it closely, especially with the subsidy removal and the increase in electricity tariffs, it’s clear the government is aggressively collecting more from the people without cushioning the impact.” He argued that the government should have managed its revenue drive with more sensitivity, noting that FIRS even celebrated an increase in revenue collections after the national budget was significantly increased, raising questions about the government’s actual fiscal discipline. According to Ilias, the immediate effect of these aggressive revenue moves has been the erosion of purchasing power. “Before now, Nigerians could boast of relatively stable living standards. But today, survival has become an everyday struggle. Fuel subsidy removal alone has drastically increased transport costs, which have rippled into food prices and general living expenses,” he said. He warned that the government’s singular focus on collecting more taxes without addressing inflation or supporting businesses would lead to long-term damage to the economy, with rising nutritional deficiencies as families cut back on food spending just to survive. Crucially, Ilias emphasised that while the government might succeed in funding infrastructure projects from its newfound revenues, it risks alienating the populace. “People are paying more, suffering more, and yet not seeing direct improvements in their lives,” he said. “There must be a human face to these reforms. Promises of change must be backed with action—whether in the delivery of affordable energy alternatives like CNG, or in ensuring food availability.” Adding his voice to the debate, Professor Adeola Adenikinju, President of the Nigerian Economic Society, stressed that while revenue growth is important, reforms must go hand in hand with economic expansion and business-friendly policies. He argued that a narrow focus on boosting government coffers without considering real sector growth risks deepening Nigeria’s structural weaknesses. “The business industry must be able to adapt, yes, but government policies must support that adaptation,” he said. “It’s not just about growing revenue — it’s about creating an enabling environment where businesses can thrive, where employment can grow, and where individuals can increase their real incomes.” Adenikinju called for a coordinated strategy that not only enhances fiscal efficiency but also nurtures an environment of economic resilience. “Without a focus on productivity, human capital development, and infrastructure, revenue gains will be short-lived,” he warned. Dr. Muda Yusuf, Chief Executive Officer of the Centre for the Promotion of Private Enterprise, offered perhaps the sharpest critique. He argued that while macroeconomic stability is critical, the social consequences of the reforms have been devastating and need urgent attention. “The social outcomes of the current reforms have been extremely, very devastating,” he said. “It is not enough to focus solely on orthodox economic goals like deregulation, inflation targeting, and balance of payment stability.” Yusuf warned against an overreliance on textbook economic prescriptions, noting that Nigeria’s unique socio-economic realities require creative policy-making. “What works in Europe or the United States may not work here. We need tailored interventions,” he said. He proposed that the government must directly intervene in critical sectors impacting daily life, such as agriculture, energy, transportation, and healthcare, even if it means subsidising these areas strategically. Specifically, Yusuf advocated for the establishment of heavily subsidised public transportation systems, such as public buses and trains, to offset the transportation shocks caused by fuel price deregulation. “You can’t have an environment where the cost of transportation is left entirely to the private sector after petrol subsidies are removed,” he said. “Public sector-driven transportation systems must provide affordable alternatives for the poor.” He also called for smart agricultural subsidies to address the food inflation crisis and for investments in public health and education systems to ensure that essential services remain accessible despite economic pressures. “The aim,” he said, “should be to balance economic objectives with social protection. Otherwise, these reforms will continue to leave too many Nigerians behind.” Yusuf echoed concerns raised by others, noting that although government revenues have improved, the benefits have not been translated into visible support for citizens. “If reforms are to be successful, revenue gains must be used to subsidise food, transport, health, education, and energy costs for the masses,” he said. “Otherwise, what we will have is a lopsided recovery—one where macroeconomic indicators improve on paper, but everyday life for the majority worsens.” For Adewale Abimbola, a Lagos-based economist, there is an acknowledgement that the reforms were, in some respects, inevitable. “To be fair, the reforms were necessary to put Nigeria on the path of stability,” he said. “When this administration came on board, a lot of things were abnormal—the unchecked use of Ways and Means, the fuel subsidy controversy, and so on. Correcting these distortions was necessary.” However, Abimbola pointed out that the sequencing of the reforms left much to be desired. “If social intervention programmes had been properly implemented alongside these reforms, the effects on poverty would have been less severe,” he said. While he acknowledged some early wins, such as a slight improvement in Nigeria’s external reserve position and hints of easing inflation, he noted that for most Nigerians, the reforms remain an abstract concept divorced from everyday reality. “Let’s hope these pains translate to sustainable gains,” he said, voicing a cautious optimism tempered by the struggles of millions. As the Tinubu administration moves deeper into its term, the next phase of its economic programme must be about balance: balancing fiscal discipline with social welfare, balancing revenue expansion with economic growth, and balancing macroeconomic targets with human dignity. Without this shift, Nigeria’s path to economic self-sufficiency may continue to leave too many of its citizens behind.

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News_Naija

Flight Delays, Bird Strikes, Runway Skids: Nigerian Aviation Sectors Persistent Safety Challenges (2)

Despite a robust regulatory framework and billions spent on safety initiatives, Nigeria’s aviation sector remains plagued by recurring incidents, ageing aircraft, and weak oversight, leaving passenger safety hanging in the balance, writes PRINCESS ETUK in the final part of this report Nigeria’s aviation sector operates under a comprehensive regulatory framework designed to ensure safety, security, and efficiency in air transportation. The primary legislation governing civil aviation is the Civil Aviation Act 2022, which aligns national regulations with international standards set by the International Civil Aviation Organisation. This Act establishes the legal and institutional framework for civil aviation, addressing safety and security concerns, and enhancing the operational standards of airline services in Nigeria. The Nigerian Civil Aviation Authority serves as the apex regulatory body, empowered by the CAA to oversee and regulate aviation safety without political interference. The NCAA’s responsibilities include certifying air operators, licensing personnel, ensuring the airworthiness of aircraft, and conducting safety oversight functions of airports and airspace. The authority operates based on the Nigerian Civil Aviation Regulations 2023, a comprehensive document comprising 20 parts that cover various aspects of aviation operations, such as personnel licensing, aircraft registration, airworthiness, and operations. In addition to the NCAA, the Nigerian Safety Investigation Bureau plays a critical role in the aviation safety framework. Established under the NSIB Act, the bureau is responsible for the investigation of air accidents and incidents, with the aim of identifying causes and recommending preventive measures. The Civil Aviation (Investigation of Air Accidents and Incidents) Regulations 2024 outline the procedures and standards for conducting these investigations, ensuring transparency and adherence to international best practices. Despite this robust regulatory framework, challenges persist in the enforcement of aviation safety regulations in Nigeria. Issues such as ageing aircraft fleets, inadequate maintenance practices, and infrastructural limitations have been identified as factors contributing to safety concerns. For instance, many Nigerian airlines operate ageing fleets, increasing the likelihood of technical failures. Implementing predictive maintenance technologies and enforcing stricter aircraft lifecycle regulations have been suggested as measures to improve safety outcomes. Furthermore, while the NCAA has the authority to enforce compliance through sanctions and procedures outlined in the Nig.CARs, the effectiveness of these enforcement mechanisms has been a subject of discussion. The NCAA’s powers include reviewing reported violations, conducting investigations and hearings, issuing subpoenas, and prosecuting offenders with the consent of the Attorney General. However, the practical implementation of these powers and the consistency in applying sanctions remain areas requiring continuous improvement to ensure compliance and enhance safety standards. In December 2024, a Fly Bird HS 125 aircraft operating a flight from Abuja to Accra experienced a critical in-flight emergency, losing both engines midair. The incident unfolded shortly after departure from Nnamdi Azikiwe International Airport, when the crew reported an issue with engine number two while climbing through flight level 240. Approximately 25 nautical miles southwest of VOR station VONUK, the crew decided to return to Abuja. During the descent, engine number two failed at flight level 230, and upon approaching Abuja at around 5,000 feet, the crew declared a Mayday, indicating the loss of engine number one. Despite these severe challenges, the pilots managed to land safely at 18:16 UTC, with all four individuals on board, three crew members and one passenger escaping unharmed. In January 2025, a United Airlines flight from Lagos, Nigeria, to Washington, D.C., experienced a sudden and severe in-flight movement over Ivory Coast airspace, leading to injuries among passengers and crew. The Boeing 787, carrying 245 passengers, three pilots, and eight flight attendants, was forced to return to Lagos, where it landed safely. Four passengers and two flight attendants received medical attention for minor injuries and were subsequently released. The U.S. National Transportation Safety Board then initiated an investigation into the incident. According to Business Times, the Managing Director of FAAN, Olubunmi Kuku, highlighted the ongoing issue of poor communication regarding flight statuses. She noted that even FAAN itself does not always have accurate information about when flights will take off. This lack of coordination between airlines, airport staff, and passengers only exacerbates frustration during delays, as travellers are often left without clear updates. Airline operators also shared their challenges, particularly in managing passenger expectations during weather-related delays. Speaking on this issue, CEO of Air Peace, Allen Onyema, explained that when flights are delayed due to weather conditions, airlines cannot proceed with departures. However, many passengers feel uninformed, despite the airline’s efforts to provide updates. Onyema further pointed out that the situation becomes even more complicated when flights are suddenly rescheduled after weather conditions improve. This often leads to a rush of passengers trying to board at the same time, overwhelming FAAN staff and creating additional operational difficulties. Despite these ongoing challenges, stakeholders agreed on the need for improved collaboration to address these issues. Acting Director-General of Civil Aviation, Capt. Chris Najomo suggested that airlines should adjust their schedules and keep one aircraft on standby to help mitigate delays. In 2023, Onyema detailed that Airpeace experienced 18 bird strike incidents, expressing concern that more could occur before the year’s end. Onyema criticised federal policies for undermining domestic airlines and highlighted the government’s lack of support for their growth. He cited a recent incident where a bird strike damaged the engine of a newly acquired Embraer 195 E2, costing approximately $3.2m to repair. Additionally, the aircraft was grounded for a week due to delays caused by the Nigerian Customs Service in delivering necessary parts. Onyema also noted that Air Peace lost two aircraft to bird strikes in a single day at Benin Airport, emphasising that such resources could have been better utilised elsewhere. In response to these incidents of aviation safety, Director of Consumer Protection and Public Affairs at the NCAA, Michael Achimugu, however, argued that the regulatory body has consistently lived up to its responsibilities. According to him, “Even the operators themselves have given a vote of confidence to the NCAA,” he noted. Citing Allen Oyema, vice-chairman of the Airline Operators of Nigeria, Achimugu said: “He said in the presence of the chairman the United Airlines, he said, everything NCAA needs to do, every role it needs to play for them, NCAA has done it. Anything that the NCAA has not done is not under the purview of the NCAA. So we’ve played our part.” Achimugu stressed that bird strike prevention does not fall within the NCAA’s responsibilities but rather lies with the Federal Airports Authority of Nigeria.  “Bird strike equipment is a purview of FAAN,” he clarified, “but even where that equipment is available, even abroad, it doesn’t stop bird strikes from happening. It just limits, it minimises.” He pointed to global examples like the tragic Jeju Air crash in South Korea that claimed 200 lives due to a bird strike, highlighting that even well-equipped countries are not immune. “Are we also saying South Korea does not have bird strike equipment? They do, but it happened. It happens still.” Achimugu concluded with a reminder of Nigeria’s relatively strong safety record: “In Nigeria, I think that we’ve been quite fortunate. Compared to a whole lot of other countries, especially from the advanced countries, we don’t have serious incidents. FAAN also has pyrotechnics that they use to fight birds.” A member of the Aviation Round Table, Olumide Ohunayo, acknowledged NCAA’s efforts under the leadership of Captain Chris Najomo but stressed the importance of continuous improvement. “He met a lot of gaps on the ground, both on the safety area, consumer protection, consumer services, even regulations and the staff welfare. All they have been addressing in order to improve safety.” However, Ohunayo pointed to lingering deficiencies, particularly in communication between security agencies. “What we can only do is mitigate and reduce incidences, communication among the agencies, the security agencies within the country, to have a single portal so that information will not be delayed.” He also highlighted urgent needs in infrastructure. “Look at the cameras at the airport, it’s inadequate, you need to add more. Some of the machines that are meant to help search passengers are down and are not serviceable,” he said. “Even for the navigational side, they needed equipment to improve navigation within the airspace and the ability to have that bird’s-eye view of the airspace, especially in Nigeria. All require appropriate funding and an accurate pursuit of priorities.” Despite these gaps, Ohunayo affirmed the overall safety record, “Our safety records are not too bad. We have all the necessary certifications. The only one we have lost is the FAA Category 1 certification of the US, but that will be restored when we are ready to operate.” Another aviation expert and CEO of Centurion Security Limited, John Ojikutu, gave a historical lens on the problem of bird strikes, which he argues has been mismanaged for decades. “It’s very unfortunate that in our age in aviation, we are still holding on to weather. It bothers me a lot,” Ojikutu began, pointing to fundamental gaps in understanding and operational philosophy. “There’s what we call Instrument Flight Rule, either you fly inside weather or you are flying into weather. And there’s what we also call VFR, you don’t have to be looking outside. Your instrument will direct you.” Reflecting on past issues around Lagos airports, Ojikutu said, “Around 2005, 2006, we had a problem of bird strikes. All those areas coming into Lagos were full of birds. So FAAN brought in machines and people who study birds and they put them there. I’m not sure that FAAN was able to keep them for more than two years.” He lamented the seeming disregard for sustainable bird control, suggesting that FAAN failed to treat the problem with long-term seriousness. “The machine went bad. I don’t know whether they sacked them or they left them. So that means they didn’t take all these things seriously.” For Ojikutu, the broader issue is one of clarity and responsibility. “There are a lot of things we need to look seriously into. Which agency should be in charge of which one? Is it the airport operator? Or the Aerodrome control operator? When I’m talking of aerodrome operator, it includes the runway, which is FAAN.” He also offered a critique of political interference and regulatory inconsistency,  “This is part of the regulator and political office holders. They just come in. They talk more of their own advantage than about safety. And that’s why for a long time, I have clamoured for an airport concession.”

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Worldnews

We Are All Vietnamese And Came To Germany To Build A Better Life

After the Vietnam War ended, thousands travelled to Germany as refugees or migrants workers. A recent anniversary has stirred a sense of reflection. Berlin, Germany – In 1979, Kien Nghi Ha lived in Hanoi with his parents, who worked as electricians at a power plant, and his 12-year-old sister in a one-bedroom apartment. They shared the toilet and an outdoor kitchen area along with their neighbours. One of them, an elderly woman, would sometimes look after Ha, then seven years old, and his sister. He remembers the cool, smooth tiled floor offering comfort during the blistering summer heat. He would lie on it listening to the lively street noise and occasional sound of a tram beyond a green steel entrance door. Four years earlier, in 1975, North Vietnamese communist forces had defeated United States-aligned fighters in South Vietnam to take the whole country under a one-party system that remains in power today. Ha was part of an ethnically Chinese mixed Hoa Kieu minority. Communities like his, especially in the early post-war years, felt vulnerable. He remembers how children turned away from him after Vietnam invaded Cambodia, then an ally of China at that time in 1978, because of his heritage. “Some even threw stones at me. This was very shocking, and I didn’t understand at that time what was going on,” he said. The family decided to leave. His parents sold their valuables and embarked on a dangerous and costly trip by boat to Hong Kong. Despite no guarantees of safety, an estimated two million people would ultimately leave this way. At that time, those who feared for their future under the new Communist authorities could choose to resettle in one of three countries – West Germany, Australia or the United States. The choice was not available for long. When his uncle left Vietnam just three months later, people were only allowed to migrate to the US. Ha’s parents opted for West Germany as they believed it offered a better work-life balance than the US. The fractures in Vietnam mirrored divisions in Germany, with North Vietnam backed by the USSR-aligned East Germany, officially known as the German Democratic Republic (GDR), and the capitalist West Germany supporting South Vietnam. After arriving in Hong Kong, the family travelled by plane to Frankfurt and then on to Tegel airport in West Berlin, where journalists were waiting, eager to document the country welcoming so-called “boat people”. “I don’t recall much from the arrival, but I do remember many journalists there wanting to take pictures of us,” Ha said. The family were provided an apartment within a social housing complex where thousands of people lived near the Berlin Wall on the west side. His father became a transport worker, while his mother was a cleaner in a children’s nursery. Compared with other social housing at the time, Ha says, the flat was in good condition, with central heating and individual toilets. But the transition was not easy. Ha felt isolated as one of the only children from a minority background in his primary school. Within months of the war’s end, Vietnam signed diplomatic relations with the GDR, paving a different kind of path for Huong Mai* to fly overseas a few years later. At 21, she left Hanoi for Moscow and then travelled to Schonefeld airport in East Berlin. She was among the first groups of contract workers and was soon employed at a factory that made drinking glasses. Now aged 64, Mai has a 27-year-old son and runs a textile shop in the town where she has lived since she arrived in the GDR. Mai requested Al Jazeera uses a pseudonym to tell her story, for personal privacy reasons. On April 30, Vietnam marked 50 years since the end of the war. For the large Vietnamese-German diaspora, who arrived as refugees and contract workers, this year’s milestones have stirred a sense of reflection. Mai said she felt joy on the anniversary. “My father resisted against the French colonialists, and then my older brother fought against the Americans. So, for me, the end of this war is very meaningful because of the blood that was shed by my family in all of these wars,” she said. Her brother followed in her footsteps, arriving in Germany in the 1990s alone. His family joined him two decades later, in 2009. His daughter, 26-year-old Dieu Ly Hoang, now lives in Prenzlauer Berg, which is coincidentally the same neighbourhood as Ha. It is a sought-after area of the German capital, formerly in the GDR, now home to cosy cafes, posh restaurants, yoga studios and affluent expatriate families where English is heard on the streets more often than German. “It’s been a very important aspect for me to see what my family went through, and how resilient they have been. I know I’m very lucky not to have experienced an evacuation and I can’t imagine what it was like for my grandparents,” Ly said, as she recalled hearing stories about the wartime rations of rice. “I acknowledge the sacrifices they made to migrate for a better life so that I could be born and live in peace,” said Ly, an art historian. Ha, now 53 and a father to two sons, is a postdoctoral researcher in the Asian German diaspora at the University of Tubingen and holds a PhD in cultural studies. Friendly, open and knowledgeable of the complex history he is a part of, Ha also said the commemorative events have felt significant. “There’s an intellectual and cultural discussion going on through which we are trying to make sense of this history and what this history means for us living in the German-Vietnamese diaspora,” he said. “Questions pop up in private and public conversations, articles, books, and artworks. And knowing more about this history will improve our sense of self in German society, because we are able to discover more about a past that we, the younger generations, didn’t experience on a personal level. This allows us to connect the past with the present.” An estimated 35,000 refugees arrived in West Germany in 1979, while 70,000 contract workers began to arrive in the GDR in 1980. When Germany unified in 1990, it brought together, at least physically, two communities. “In the GDR, people were proud to show international solidarity, and this went hand in hand with hatred of the capitalist West, while the West German government saw the Vietnam War as part of the global struggle against communism,” explained German historian Andreas Margara. Ly said some of her relatives still mention it when they hear a southern Vietnamese accent. “They do not become stressed nor do they act differently, but they notice the accent verbally, like ‘Oh, this person is from the south’. They do not go further into details, but I can feel a certain differentiation there because there is this history there. My parents’ generation, including people like war veterans, don’t have the spaces in the diaspora to meet, share their experiences and understand each other more,” she said. “Unified Germany, though, can be a space for more reconciliation.” She added that her generation has “more chances and spaces for dialogue” as she recalled recently meeting a Vietnamese German art history student and having plenty about which to talk. Mai agreed that there are not many opportunities in her life to meet southerners, yet she feels no animosity. “Even though Vietnam has been damaged a lot, we are all Vietnamese and came to Germany to build a better life for ourselves,” she said. Follow Al Jazeera English:...

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P7as2

Guru Purnima Special: Bollywood Musicians Share The Priceless Lessons From Their Gurus

In music, just like in life, there is no true growth without a guiding force. Gurus do not just teach technique; they shape spirit, discipline, emotion, and humility. On this Guru Purnima, we listen closely, not just to melodies but to the memories and teachings that have quietly defined the journey of some of India’s beloved voices. Each of these artists carries a legacy, an echo of their guru in every note they sing. Here are their stories. Shaped by Rahman’s advice The first time Jubin met A. R. Rahman, he was just 18. What Rahman said back then still rings in his ears: “Wait until your voice matures at 21.” Jubin took that to heart. He returned home, trained for years, and rediscovered a voice that felt true to who he really was. But more than anything, what impacted him was Rahman’s humility. Despite being a genius, he stayed rooted. That is what Jubin continues to carry with him: the ability to evolve endlessly while staying grounded. Paced by Pritam’s wisdom After the massive success of Lat Lag Gayi, Shalmali found herself overwhelmed with back-to-back shows. That’s when Pritam gave her a piece of advice she still holds close: “Don’t live with the mindset of making hay while the sun shines. Pace yourself. Think long-term.” That one moment of wisdom helped her slow down, preserve her energy, and protect her voice for the journey ahead. Moved by Arijit’s emotion Arijit Singh never gave Stebin a formal lesson. Watching him was enough. Stebin says, “He made me realize that people don’t connect to perfection. They connect to emotion.” Today, Stebin tries to sing with that same authenticity. He doesn’t just perform a song; he tries to live it. Balanced by Zakir Hussain and Akhtar From Ustad Zakir Hussain, Siddharth learned the importance of discipline that feels joyful. “He made us believe that technical brilliance and playfulness can go hand in hand. His presence lifted everyone around him.” From Javed Akhtar, Siddharth learned to appreciate the emotional clarity of words. “His lyrics feel timeless because they carry truth. He taught me how powerful and lasting words can be.” Guided by Maan’s presence Sagar never trained under Gurdas Maan, yet considers him his guru. “Sometimes when your heart accepts someone as a guru, everything about them becomes your lesson.” From his stage presence to his aura, Gurdas Maan influenced Sagar deeply. When Sagar met him for the first time, he could only cry. “He made me who I am,” he says, with heartfelt gratitude. Grounded by Rahman, fired by Pritam For Shashwat, A. R. Rahman represents humility and calm. He is deeply respectful and grounded, even after achieving so much. On the other hand, Pritam brings energy and intuition. He knows what works emotionally and gives his singers the space to explore. Shashwat says he found his own voice somewhere between Rahman’s peace and Pritam’s passion. Refined by Shankar and Haldipur Touring with Shankar Mahadevan for six years, Anusha learned the value of staying grounded and open to learning. She admired his ability to balance work and personal life without ever letting go of his passion for music. Her second guru, Amar Haldipur, also her father-in-law, taught her how lyrics can transform a song completely. “He made me realize how the placement and emphasis of words can shape the soul of a composition.” Shaped by Udit Narayan’s character Aditya calls his father, Udit Narayan, his greatest teacher. Watching him stay humble across decades of success taught him one important truth: talent might open doors, but it is character that keeps them open. Another value his father instilled in him is to stay unaffected by extremes. “Never let success make you arrogant, and never let failure make you bitter.” Inspired by Tiësto’s evolution Sartek learned a powerful lesson from DJ Tiësto: to evolve with the times without losing your identity. “He taught me that reinvention is not weakness. It is how you stay timeless in music without compromising your essence.” Driven by Mika and Aoki’s energy From Mika Singh, Sumit learned how to deliver electrifying live performances with full passion. From Steve Aoki, he understood the importance of creating unforgettable experiences for audiences. “He taught me to connect with people through music and humility.” Guided by Rahman’s calm In a recent studio session, A. R. Rahman reminded Natania to stay wide-eyed and in love with the process of creating music. “He said when we truly enjoy what we are making, that excitement carries into the recording and reaches the listener too.” That moment reminded her of the beauty of giving your whole heart to your art.