St Kitts and Nevis stands out for its strong Rule of Law and well-regulated citizenship by investment programme

Basseterre, May 19, 2023 (GLOBE NEWSWIRE) — Citizenship by Investment (CBI) programmes are often evaluated based on security, protection of property and human rights as well as general stability. The rule of law is a principle that is typically used to test the strength of a country’s system of laws. For countries like St Kitts and Nevis which offer CBI programmes, having favourable laws that are applied fairly is important because it enhances their capacity to attract more investors while upholding the integrity of their CBI initiatives.

Rule of law refers to the mechanisms, processes and institutional practices that support the equality of all persons before a country’s laws. This implies that the creation and enforcement of laws must be legally regulated so that no one is above the law. In countries where the rule of law is strong, the application and adjudication of the law by governing officials are impartial. On the other hand, a weak rule of law is characterised by the consideration of class, economic or political status and relative power in the application of the law.

St Kitts and Nevis ranked 40 out of 139 countries in the 2021 Rule of Law Index. In the year 2022, the country ranked 39 out of 140 countries, indicating a slight increase. At a regional level, consisting of 32 countries in the Latin America and Caribbean region; St Kitts and Nevis was ranked 7th and 5th in 2021 and 2022 respectively.  The rule of law index measures how the rule of law is perceived and experienced globally. Rankings in the index are based on the following pillars:

  • Constraints on government powers;
  • Absence of corruption;
  • Open government;
  • Fundamental rights;
  • Order and security;
  • Regulatory enforcement;
  • Civil justice; and
  • Criminal justice.

The first pillar measures the extent to which those who are in governing positions are bound by the law. Various checks such as the existence of a free and independent press, the limitation of government powers by the legislature or the judiciary as well as the independent auditing of government activities determine government powers. In 2022, St Kitts and Nevis had a global ranking of 45 out of 140 and a regional ranking of 7 out of 32 on the constraints of government powers.

With regards to the absence of corruption, St Kitts and Nevis scored a global ranking of 41 out of 140 and a regional ranking of 7 out of 32 in the year 2022. These ratings indicate that the prevalence of bribery, informal payments and embezzlement of public funds is significantly low in the judicial, military and law enforcement spheres.

The third pillar which is open government, measures the openness of a government. This is principally indicated by the extent to which a government shares information, encourages citizen participation in policy-making and is held accountable. Globally, St Kitts and Nevis was ranked 86 out of 140 whereas regionally, it was ranked 23 out of 32.

In St Kitts and Nevis, individuals are free from discrimination based on socio-economic status, gender, ethnicity, sexual orientation or religion. In addition to this, the right to life of a person and fundamental labour rights are effectively guaranteed. These observations are supported by St Kitts and Nevis’s global ranking of 35 out of 140 and a regional ranking of 7 out of 32 on the fundamental rights factor.

When it comes to order and security, St Kitts and Nevis was ranked 49 out of 140 globally, and an impressive 4 out of 32 regionally. This indicator is particularly important for investors who want to settle in the country without having to worry much about their security. Rating highly in this pillar means that in St Kitts and Nevis, the prevalence of common crimes such as homicide, kidnapping, armed robbery and theft is low. It also means that people in the country are considerably protected from civil conflict and terrorism.

The enforcement of labour, environmental, consumer and public health regulations has an implication on a country’s rule of law. In the regulatory enforcement pillar, St Kitts and Nevis had a global and regional rating of 34 out of 140 and 2 out of 32 respectively. The ratings indicate that in St Kitts and Nevis, government regulations are applied and enforced without improper influence.

St Kitts and Nevis ranked high in the civil and criminal justice pillars of the rule of law index. For the year 2022, the country ranked 24 out of 140 in civil justice, and 36 out of 140 in criminal justice. Regionally, St Kitts and Nevis occupied the 2nd position out of 32 in civil justice and 5th position out of 32 in criminal justice. People living in the country can access and afford civil as well as criminal justice compared to other countries in the world. This also means that these two systems are relatively free of discrimination, improper political influence, corruption and unreasonable delays among other hindrances.

The rule of law is particularly important for investors because it has a bearing on property rights. St Kitts and Nevis have the rule of law embedded in their CBI programmes. This gives investors a guarantee that their property rights are upheld at all times. The comparatively high rule of law index ranking, along with a strict due diligence process make St Kitts and Nevis a great choice for investments through CBI programmes.

Earlier this year, the St Kitts and Nevis government formally established the Citizenship by Investment Unit (CIU) Board of Governors. This body advises the Prime Minister on the management, operation, reviewing and monitoring of the development of CBI policies. A technical committee that is in charge of ensuring due diligence checks are completed on all CBI applications was also established by the government. St Kitts and Nevis, which has the world’s longest-standing CBI programme in the world has been setting the standard in the CBI industry for decades. The dual island was ranked top in terms of its meticulous commitment to due diligence according to the 2022 CBI Index.

Chantal Mabanga
PR St. Kitts and Nevis
+44 (0) 207 318 4343
chantal.mabanga@csglobalpartners.comGlobeNewswire Distribution ID 8842858

GlobeNewswire Distribution ID 8842858

Presidente do Avia Solutions Group Gediminas Ziemelis: 10 grandes desafios para a sustentabilidade da aviação comercial para os próximos 3 anos

DUBLIN, Irlanda, May 18, 2023 (GLOBE NEWSWIRE) — Garantir operações sustentáveis tornou-se uma das principais motivações das empresas de aviação nos últimos anos. No entanto, esse setor dinâmico enfrenta uma infinidade de desafios que podem impedir os esforços das empresas para aumentar a lucratividade Embora vários fatores contribuam para as dificuldades do setor de aviação, alguns problemas importantes merecem ser destacados como os principais culpados.

As altas taxas de juros de mercado em dólares para companhias aéreas altamente alavancadas e afogadas em dívidas serão ainda mais altas

Nos últimos anos, o setor de aviação experimentou uma queda significativa na demanda por viagens aéreas, resultando em muitas companhias aéreas enfrentando perdas financeiras. Para se manterem à tona durante esse período, as companhias aéreas contraíram mais dívidas. No entanto, esse aumento do endividamento resultou em maior risco para os credores, levando a taxas de juros de mercado mais altas para as companhias aéreas.

Além do impacto da pandemia no setor, outros fatores como o aumento dos custos dos combustíveis e o aumento da concorrência também contribuíram para as dificuldades financeiras de muitas companhias aéreas. Esses fatores tornaram cada vez mais difícil para as companhias aéreas altamente alavancadas gerar lucros e pagar suas dívidas, levando a preocupações sobre a sustentabilidade de seus modelos de negócios.

A combinação destes fatores levou a uma situação em que as companhias aéreas altamente endividadas enfrentam agora taxas de juro de mercado ainda mais elevadas, o que pode agravar as suas dificuldades financeiras.

Custos de seguro muito mais altos – o agravamento dos riscos de guerra pode elevar os prêmios de seguro

O setor de aviação está se debatendo com o aumento dos custos de seguro devido ao agravamento dos riscos geopolíticos. Isso é altamente influenciado pelo fato de que, como declarado pelas principais companhias de seguros, cerca de 500 aeronaves alugadas a operadores russos permanecem presas na Rússia. As seguradoras estão enfrentando possíveis problemas de confiabilidade devido à situação incerta criada pela recusa do governo russo em liberar a aeronave.

Como resultado, as seguradoras estão lutando para avaliar o nível de risco envolvido, levando a uma ampla gama de perdas potenciais estimadas em até US$ 30 bilhões, segundo fontes do setor. Essa incerteza deve elevar os prêmios de seguro para as companhias aéreas, impactando o setor como um todo.

Os passageiros se lembrarão de indenizações por atrasos de voos, e isso afetará os custos não planejados das companhias aéreas

O Regulamento 261/2004 da UE prevê uma indenização para os passageiros que sofram atrasos, cancelamentos, overbooking ou recusa de embarque. Dependendo das circunstâncias específicas e sob certas condições, os passageiros afetados podem ser elegíveis para um pedido de indenização que varia entre € 250 e € 600 por pessoa. Antes da pandemia de COVID-19, a taxa de atrasos de voos na UE que eram objeto de compensação era de 1,5% de todos os voos, com um valor médio de indenização de € 375 por voo atrasado.

Em 2019, as companhias aéreas da UE transportaram um total de 1,12 bilhões de passageiros, com 1,7 milhões de voos sofrendo atrasos e resultando em um pagamento total de € 6,3 bilhões em indenizações. Atualmente, apenas 10% dos passageiros afetados apresentam reclamações diretamente às companhias aéreas ou por meio de empresas de serviços especializados, como Skycop ou Airhelp.

No entanto, espera-se que esse número aumente significativamente, já que após a COVID-19 o setor enfrenta escassez de capacidade e outros desafios. Como resultado, o número de voos reclamáveis que sofrem atrasos pode aumentar de 1,5% para 5%, potencialmente levando a um pagamento total de € 20 bilhões em indenizações.

Os desafios dos motores LEAP terão impacto em mais aeronaves em solo e na escassez de capacidade;

De acordo com nossa pesquisa interna, atualmente, o setor aeronáutico opera uma frota de 1397 aeronaves A320neo com motores LEAP-1A, totalizando 3080 motores com uma média de 2,2 motores por aeronave, e 1043 aeronaves Boeing 737 MAX com motores LEAP-1B, totalizando 2338 motores com uma média de 2,2 motores por aeronave. Para manter esses motores, existem no mundo inteiro 21 locais para revisão e manutenção do LEAP-1A e 22 locais para motores LEAP-1B.

No entanto, a paralisação de 16.000 aeronaves (o equivalente a 60% da frota total) em 2020-2021 levou a um impressionante adiamento de 60% da manutenção do motor LEAP. Consequentemente, há agora uma lacuna de manutenção significativa em 43 locais, resultando em tempos de espera de 9 a 10 meses para manutenção do motor, o que poderia interromper as operações das companhias aéreas.

A produção de OEM e a cadeia de suprimentos interrompidas durante 2023-2025 causarão uma escassez de capacidade de aeronaves;

A pandemia de COVID-19 teve um impacto profundo no setor aeroespacial. Os Fabricantes de Equipamentos Originais (OEMs), como Boeing e Airbus, experimentaram interrupções significativas em suas cadeias de produção e suprimentos. Em resposta à desaceleração econômica global e à redução da demanda por viagens aéreas, os OEMs reduziram seus níveis de produção aproximadamente pela metade em comparação com os níveis pré-COVID. Contudo, isso levou a uma escassez de capacidade de aeronaves, o que está dificultando os esforços de recuperação do setor.

Os cortes de produção afetaram mais de 5.000 fornecedores da cadeia de suprimentos, que tiveram que reduzir seus volumes durante a pandemia. Consequentemente, a recuperação do setor aeroespacial deve levar de 2,5 a 4 anos para retornar aos níveis de produção pré-COVID. Este período prolongado de interrupção provavelmente terá consequências significativas para o setor e seus participantes.

Em 2020-2021, o cancelamento de programas de cadetes aviadores e aposentadorias planejadas causaram uma escassez de pilotos em 2023-2024 e um rápido aumento nos custos para as companhias aéreas;

O setor aeronáutico enfrenta uma demanda constante por novos pilotos, já que aproximadamente 3% deles se aposentam anualmente. No entanto, a pandemia de COVID-19 causou um grande revés no setor, com todos os programas de cadetes sendo adiados ou cancelados.

Consequentemente, há agora um problema significativo de escassez de pilotos, levando a rápidos aumentos de custos. Estima-se que o setor experimentará uma escassez de 300.000 pilotos dentro de uma década. Espera-se que essa escassez crie desafios significativos, particularmente na Índia, que deve ter a maior escassez de pilotos

Desafios para reservar vagas de MRO após a COVID-19, já que eventos de manutenção programados foram adiados

Outro problema causado pela pandemia de COVID-19 é um acúmulo significativo de serviços de MRO para aeronaves em todo o mundo. Como resultado da redução sem precedentes nas viagens aéreas e da paralisação de muitas aeronaves, a manutenção programada foi atrasada ou adiada.

No entanto, à medida que a demanda de viagens aéreas começa a se recuperar e as companhias aéreas retornam à operação plena, surgiu o desafio de reservar vagas de MRO para realizar a manutenção necessária nessas aeronaves. Muitas companhias aéreas estão descobrindo que as instalações de MRO já estão operando a plena capacidade, resultando em longos tempos de espera e possíveis interrupções nas operações das companhias aéreas Espera-se que esse acúmulo de manutenção persista por algum tempo, criando obstáculos aos esforços de recuperação do setor aéreo.

Desafio para encontrar vagas de manutenção de motores V2500 e RR devido à manutenção adiada

As companhias aéreas que operam aeronaves com motores V2500 e RR também estão encontrando dificuldades para programar a manutenção de seus motores devido à alta demanda e disponibilidade limitada. Isso criou uma situação desafiadora, especialmente para as companhias aéreas com grandes frotas de aeronaves desse tipo.

A falta de vagas de manutenção disponíveis forçou as companhias aéreas a paralisar algumas de suas aeronaves, levando a interrupções operacionais e perdas de receita. Além do impacto financeiro, a situação também levanta preocupações de segurança, pois o atraso na manutenção pode comprometer a segurança e a confiabilidade dos motores, podendo levar a problemas mais significativos no futuro.

Os requisitos ESG para uma aviação mais ecológica não desapareceram no médio prazo

A 41ª Assembleia da Organização da Aviação Civil Internacional (OACI), realizada em Montreal em outubro de 2022, foi um marco significativo para o compromisso do setor da aviação com a sustentabilidade. A assembleia se comprometeu com uma Meta Ambiciosa de Longo Prazo (LTAG) para alcançar emissões líquidas zero de CO2 até 2050, o que trouxe as questões de Meio Ambiente, Sociedade e Governança (ESG) para a vanguarda da conversa sobre aviação sustentável.

A meta ambiciosa do LTAG é desafiadora, mas tem o potencial de incentivar as companhias aéreas a acelerar o desenvolvimento e a adoção de combustíveis de aviação mais ecológicos e outras melhorias técnicas para reduzir as emissões de carbono dos voos. Isso exigirá uma mudança significativa na mentalidade de todo o setor, investimento em pesquisa e desenvolvimento e colaboração entre companhias aéreas, fabricantes e governos para alcançar o objetivo de longo prazo.

Após a COVID-19, dívidas com peças de reposição, serviços de MRO e leasing de aeronaves farão com que algumas aeronaves ainda fiquem paradas, o que causará demanda de capacidade

A situação complexa no setor levou as companhias aéreas a contraírem mais dívidas para financiar vários aspectos de suas operações, como peças de reposição, serviços de MRO e leasing de aeronaves. No entanto, o aumento da dívida pendente para o setor pode ter implicações significativas, com algumas companhias aéreas potencialmente lutando para pagar suas dívidas, o que pode resultar em uma redução na capacidade, já que as companhias aéreas são forçadas a paralisar algumas de suas aeronaves ou cortar rotas para minimizar os custos.

Dados internos mostram que a dívida pendente do setor saltou mais de 20% desde 2020, chegando a mais de US$ 300 bilhões. Para levantar capital, as transportadoras aéreas globais venderam US$ 63 bilhões em títulos e empréstimos até agora neste ano.

Contato de mídia:
Silvija Jakiene
Diretora de Comunicações
Avia Solutions Group
silvija.jakiene@aviasg.com
+370 671 22697

GlobeNewswire Distribution ID 100081084

Les 10 grands défis des 3 prochaines années pour la durabilité de l’industrie du transport aérien de passagers, selon Gediminas Ziemelis, président d’Avia Solutions Group

DUBLIN, Irlande, 18 mai 2023 (GLOBE NEWSWIRE) — Ces dernières années, garantir une exploitation durable est devenu un objectif fondamental pour les entreprises du secteur de l’aviation. Néanmoins, cette industrie changeante est confrontée à une multitude de défis pouvant entraver les efforts dont les entreprises font preuve pour l’optimisation de leur rentabilité. Bien que plusieurs facteurs contribuent aux difficultés du secteur de l’aviation, il est important de mettre l’accent sur ceux qui ont le plus d’impact.

Les taux d’intérêt en dollars, déjà hauts pour les compagnies aériennes fortement endettées, seront encore plus élevés.

Ces dernières années, le secteur de l’aviation a connu une baisse importante de la demande de transport aérien, ce qui a entraîné des pertes financières pour de nombreuses compagnies aériennes. Afin de se maintenir à flot pendant cette période, les compagnies aériennes ont contracté des dettes supplémentaires. Cependant, cet endettement accru a engendré un risque plus élevé pour les créanciers, ce qui s’est ensuite traduit par une hausse des taux d’intérêt pour les compagnies aériennes.

Outre l’impact de la pandémie sur l’industrie, d’autres facteurs tels que la hausse des prix du carburant et l’intensification de la concurrence ont également contribué aux difficultés financières de nombreuses compagnies aériennes. En raison de ces facteurs, il est de plus en plus difficile pour les compagnies aériennes fortement endettées de générer des bénéfices et donc de rembourser leurs dettes, ce qui suscite des inquiétudes quant à la viabilité de leur modèle économique.

La combinaison de ces facteurs fait que les compagnies aériennes fortement endettées sont maintenant confrontées à des taux d’intérêt encore plus élevés, ce qui peut exacerber encore plus leurs difficultés financières.

Des coûts d’assurance beaucoup plus élevés – l’aggravation des risques de guerre pourrait conduire à l’augmentation des primes d’assurance

Le secteur de l’aviation est confronté à une hausse des coûts d’assurance du fait de l’aggravation des risques géopolitiques. Selon les principales compagnies d’assurance, cette situation est fortement influencée par le fait qu’environ 500 avions loués à des opérateurs russes sont toujours bloqués en Russie. Les assureurs sont confrontés à des problèmes de responsabilité éventuelle en raison de la situation incertaine créée par le refus du gouvernement russe de renvoyer ces avions.

En conséquence, les assureurs ont du mal à évaluer le niveau de risque encouru. Cela se traduit par une large fourchette de pertes potentielles, qui selon certaines sources du secteur sont estimées à 30 milliards de dollars. Cette incertitude risque de faire augmenter les primes d’assurance des compagnies aériennes, ce qui aura un impact sur l’ensemble du secteur.

Les passagers se souviendront des compensations disponibles en cas de retard de vol, ce qui aura une incidence sur les coûts imprévus des compagnies aériennes

Le règlement européen 261/2004 prévoit une indemnisation pour les passagers victimes de retards ou d’annulations de vols, de surréservations ou de refus d’embarquement. Selon les circonstances spécifiques, et sous réserve de certaines conditions, les passagers concernés peuvent prétendre à une indemnisation allant de 250 à 600 euros par personne. Avant la pandémie de COVID-19, le taux de retard des vols au sein de l’Union Européenne qui relevait d’une indemnisation était de 1,5 % des vols, avec un montant moyen d’indemnisation de 375 euros par vol retardé.

En 2019, les compagnies aériennes de l’UE ont transporté un total de 1,12 milliard de passagers, avec 1,7 million de vols ayant subi des retards, ce qui a donné lieu à une indemnisation totale de 6,3 milliards d’euros. Seuls 10 % des passagers concernés déposent actuellement des plaintes directement auprès des compagnies aériennes, ou par l’intermédiaire de sociétés de services spécialisées telles que Skycop ou Airhelp.

Toutefois, ce chiffre devrait augmenter de manière significative, du fait qu’après la pandémie de COVID-19, l’industrie devra faire face à des déficits de capacité et autres défis. En conséquence, le nombre de vols retardés pouvant faire l’objet d’une demande d’indemnisation pourrait passer de 1,5 % à 5 % des vols, ce qui pourrait donner lieu à une indemnisation totale de 20 milliards d’euros.

Les défis liés aux moteurs LEAP se traduiront par une augmentation du nombre d’avions au sol et un déficit de capacité

Selon nos recherches internes, le secteur de l’aviation exploite actuellement une flotte de 1397 avions A320neo équipés de moteurs LEAP-1A, soit un total de 3080 moteurs avec une moyenne de 2,2 moteurs par avion, et 1043 avions Boeing 737 MAX équipés de moteurs LEAP-1B, soit un total de 2338 moteurs avec une moyenne de 2,2 moteurs par avion. Il existe 21 sites dans le monde pour la révision et la maintenance des moteurs LEAP-1A, et 22 sites pour les moteurs LEAP-1B.

Cependant, l’immobilisation au sol de 16 000 avions (soit 60 % de la flotte totale) en 2020-2021 a entraîné un report impressionnant de la maintenance de 60 % des moteurs LEAP. En conséquence, il y a désormais un important déficit d’entretien sur 43 sites, entraînant des temps d’attente de 9 à 10 mois pour la maintenance des moteurs. Cette situation pourrait potentiellement perturber les activités des compagnies aériennes.

L’interruption de la production et de la chaîne d’approvisionnement des fabricants d’équipements d’origine au cours de la période 2023-2025 entraînera un déficit de capacité aéronautique

La pandémie de COVID-19 a eu un impact considérable sur l’industrie aérospatiale. Les fabricants d’équipements d’origine (OEM en anglais) tels que Boeing et Airbus ont dû faire face à d’importantes perturbations dans leurs chaînes de production et d’approvisionnement. En réponse au ralentissement économique mondial et à la baisse de la demande de transport aérien, les équipementiers ont réduit leurs niveaux de production d’environ la moitié par rapport aux niveaux pré-Covid. Toutefois, cette situation a entraîné un déficit de capacité aéronautique qui entrave les efforts de rétablissement de l’industrie.

Les réductions de production ont affecté plus de 5 000 fournisseurs de la chaîne d’approvisionnement. Tous les fournisseurs ont dû réduire leurs volumes pendant la pandémie. Par conséquent, il devrait falloir entre deux ans et demi et quatre ans à l’industrie aérospatiale pour retrouver ses niveaux de production d’avant la pandémie de Covid. Cette période de perturbation prolongée risque d’avoir des conséquences importantes pour l’industrie et ses parties prenantes.

En 2020-2021, l’annulation des programmes de formation des pilotes combinée aux départs à la retraite prévus ont provoqué une pénurie de pilotes en 2023-2024, ainsi qu’une augmentation rapide des coûts pour les compagnies aériennes

Le secteur de l’aviation est confrontée à une demande constante de nouveaux pilotes, étant donné qu’environ 3 % des pilotes partent à la retraite chaque année. Cependant, la pandémie de COVID-19 a provoqué un recul important dans l’industrie, tous les programmes de formation de nouveaux pilotes ayant été soit reportés, soit annulés.

Il y a donc maintenant une pénurie importante de pilotes, ce qui entraîne une augmentation rapide des coûts. On estime que l’industrie connaîtra une pénurie de 300 000 pilotes d’ici dix ans. Cette pénurie devrait créer d’importants défis, en particulier en Inde, où l’on s’attend à ce que la pénurie de pilotes soit la plus importante.

Difficultés à réserver des services d’entretien, de réparation et de révision après la pandémie, en raison du report des services d’entretien qui étaient programmés

Un autre problème causé par la pandémie de COVID-19 est une accumulation importante des services d’entretien des appareils au niveau mondial. En raison de la réduction sans précédent du transport aérien et de l’immobilisation au sol de nombreux avions, la maintenance programmée des appareils a été retardée ou reportée.

Néanmoins, alors que la demande de transport aérien commence à se rétablir et que les compagnies aériennes reprennent leurs activités à plein régime, réserver les services d’entretien, de réparation et de révision nécessaires à ces avions est un véritable défi. De nombreuses compagnies aériennes constatent que les installations de services d’entretien fonctionnent déjà à plein rendement, ce qui entraîne des temps d’attente longs et des perturbations potentielles pour les activités des compagnies aériennes. Cette accumulation des travaux d’entretien devrait persister pendant un certain temps, créant des obstacles aux efforts de rétablissement du secteur de l’aviation.

Difficulté à trouver des créneaux pour l’entretien des moteurs V2500 et RR en raison de la maintenance différée.

Les compagnies aériennes qui exploitent des avions équipés de moteurs V2500 et RR rencontrent également des difficultés pour programmer la maintenance de leurs moteurs en raison d’une forte demande et d’une disponibilité limitée. Cela crée une situation difficile, en particulier pour les compagnies aériennes dont la flotte compte un nombre important de ce type d’avion.

Le manque de créneaux disponibles pour la maintenance de ces avions a contraint les compagnies aériennes à immobiliser certains de leurs appareils, causant des perturbations de leurs activités et des pertes de revenus. Outre l’impact financier, la situation pose également des problèmes de sécurité. En effet, les retards de maintenance peuvent compromettre la sécurité et la fiabilité des moteurs, ce qui peut entraîner des problèmes plus importants à l’avenir.

Les critères ESG pour une aviation plus respectueuse de l’environnement n’ont pas disparu à moyen terme

La 41e assemblée de l’Organisation de l’aviation civile internationale (OACI), qui s’est tenue à Montréal en octobre 2022, a marqué une étape importante dans l’engagement du secteur de l’aviation en faveur du développement durable. L’assemblée s’est engagée à atteindre un objectif ambitieux à long terme pour parvenir à des émissions carbones neutres d’ici 2050. Cela a mis les questions d’environnement, de société et de gouvernance (ESG) au premier plan de la conversation sur l’aviation durable.

Cet objectif ambitieux est un véritable défi, mais a le potentiel d’encourager les compagnies aériennes à accélérer le développement et l’adoption de carburants plus écologiques ainsi que d’autres améliorations techniques pour décarboniser les vols. Pour atteindre cet objectif à long terme, un changement de mentalité important dans l’ensemble du secteur, des investissements dans la recherche et le développement, et une collaboration entre les compagnies aériennes, les fabricants et les gouvernements seront nécessaires.

Après le Covid, les créances pour les pièces détachées, les services de maintenance, et la location d’avions auront pour conséquence que certains appareils seront encore bloqués au sol, conduisant à une demande de capacité

La situation difficile du secteur a poussé les compagnies aériennes à s’endetter davantage pour financer divers aspects de leurs activités, tels que les pièces détachées, les services de maintenance et les locations d’appareils. Toutefois, l’augmentation de la dette existante du secteur pourrait avoir des conséquences importantes. Certaines compagnies aériennes auront du mal à rembourser leurs dettes, entraînant potentiellement une réduction de leur capacité car elles seront contraintes d’immobiliser certains de leurs appareils ou de supprimer des trajets pour minimiser les coûts.

Les données d’Insider montrent que la dette existante de l’industrie a bondi de plus de 20 % depuis 2020, atteignant plus de 300 milliards de dollars. Pour lever des fonds, les transporteurs aériens mondiaux ont vendu pour 63 milliards de dollars d’obligations et de prêts depuis le début de l’année.

Contact média :
Silvija Jakiene
Directrice de la communication
Avia Solutions Group
silvija.jakiene@aviasg.com
+370 671 22697

GlobeNewswire Distribution ID 1000810847

Holidaymaker dies after going missing in Africa

A holidaymaker has died after he went missing in The Gambia.

Michael Costain, 69, from Rhayader, Powys, travelled to the west African country on 8 March and had been expected back on 20 March.

Dyfed-Powys Police launched a missing persons appeal last month.

But the force has now confirmed that he died while on holiday and said it was not being treated as suspicious.

Mr Costain spent time in Busumbala, western Gambia, before travelling to the village of Abene in southern Senegal.

He had booked a flight home but the alarm was raised when he did not board it.

Mr Costain was a percussionist and member of Community Arts Rhayader and District (CARAD).

The organisation said he led drumming workshops and parades and even travelled to Brazil to teach music to children.

CARAD trustee Peter Cox described him as a man who “loved travelling to extraordinary places”.

He said that his friend died while on a bus on holiday, adding: “It feels fitting, in some way, that he would have closed his eyes for the last time having been gazing out of the window watching an exciting new world open up before him.

“He will be missed by all who knew him.”

Source: BBC

John Mahama leads a delegation to campaign in Kumawu

The Presidential Candidate of the National Democratic Congress (NDC), John Dramani Mahama, is leading a delegation to the Kumawu Constituency to campaign for the party’s parliamentary candidate in the upcoming by-election.

Slated for May 23, 2023, the by-election follows the death of the MP for the constituency who will be buried on Saturday.

A statement signed by Joyce Bawah Mogtari and copied to the Ghana News Agency in Accra said the leadership of the NDC has been in the constituency supporting the candidate, Akwasi Amankwa, and his executives in the campaign.

‘President Mahama is joining the national chairman and others already on the ground to lend his support to the campaign’.

The statement said Mr. Mahama was expected to call on the chief of Kumawu, before meeting various groupings to campaign.

Source: Ghana News Agency

GIZ graduates 26 SMEs in Upper West under ‘The SMEs Loop’ programme

Some 26 Small and Medium scale Enterprises (SMEs) in the Upper West Region have been equipped with essential entrepreneurial skills and knowledge for the development and sustainability of their businesses.

That was under the SMEs Loop programme, an initiative under the Market Oriented Agricultural Programme in North West (MOAP-NW) project, implemented by the German Agency for International Cooperation (GIZ).

It was funded by the European Union (EU) under the EU-Ghana Agricultural Programme (EU-GAP) and the French government through the Agence Française de Développement (AFD).

The 26 MSMEs drawn from across the region, comprising 16 small-scale agri-processors and 10 agro-input dealers, went through about six months of training, mentorship, and coaching in effective business management.

Speaking at a ceremony in Wa to graduate the participants, Mr Pieter Smidt Van Gelder, the Deputy Head of Mission, EU Delegation to Ghana, expressed hope that the participants had acquired the entrepreneurial skills and knowledge that would enable them access financial services to develop and sustain their businesses.

‘As we celebrate your graduation today, we look forward to hearing about your own business expansions in the future.

Your success stories will serve as an inspiration to others, paving the way for a vibrant entrepreneurial ecosystem in this region’, he explained.

Mr Gelder thanked the GIZ for their support and commitment to enhancing the business management skills of SMEs and said the SME Loop programme had the potential to boost the local economy, foster inclusive structural change, and create economic fortunes, particularly for young people.

He explained that the SME Loop programme was just one element of the broader pound 132 million EU-GAP that sought to foster sustainable agriculture and create opportunities for socio-economic development in northern Ghana and to ensure sustainable livelihood of agriculture communities.

Mr Christophe Cottet, the Country Director of the AFD, said the SME Loop was first launched in Sierra Leone in 2014 and its success led to its rollout to other countries including Ghana.

He said there were other trainings running across the country with about 300 enterprises currently in the Loop, and were expected to complete their training and coaching by September.

Mr Cottet explained that their assessment of the impact of the programme on the participants revealed that ‘168 new jobs have been created by the participating enterprises in the last year.’

Mr Karim Dakurah, the Backstoper for the SME Loop programme in the Upper West Region, said issues of access to capital for SMEs remained a challenge and appealed to financial institutions to have confidence in the Loop beneficiaries as they had been trained in prudent financial management.

He also urged the trainees to use the knowledge they had gained through the training to help spur the growth of their businesses.

The beneficiaries said the training had, among other things, served as an eye opener for them as well as shaped their skills and knowledge in managing the businesses.

‘They have taught us how to fish and the ponds and rivers are there, that is, the financial institutions and we have been trained to get the funding and to manage them properly’, Mr Yanbepone Perey, a beneficiary from Lawra, said.

Madam Portia Gban, another beneficiary from Wa, gave the assurance that they would implement the experience, knowledge, and skills they had acquired through the programme for their benefit and the benefit of society.

Source: Ghana News Agency

Assemblies tasked to provide functional toilets, water facilities at workplaces

Dr Hafiz Bin Salih, the Upper West Regional Minister has tasked municipal and district assemblies to provide functional toilets and water facilities for use at workplaces.

He said many of the facilities had broken down, a situation he described as not conducive to workers , as it inconvenienced them to lose working hours thereby contributing to low productivity.

Dr Bin Salih made the statement when he interacted with heads of departments in Tumu, as part of series of visits embarked on to the assemblies to acquaint himself with challenges at hand.

The Regional Minister expressed disappointment at the abysmal performance of the assemblies in the 2021 Evaluation Assessment of the assemblies in the region.

Dr. Bin Salih noted ‘office atmosphere and Environment, are some of the issues of concern by the assessors as it was found out that there were no decent toilet and running water facilities.

‘I find that to be strange. I don’t expect your offices not have toilets and urinals without running water. But you should have for yourselves and visitors that come to the offices’, he lamented.

He said in 2021, there was an assessment of all the 260 assemblies in the country and the performance of the assemblies in the region was nothing to write home about.

Six out of the 11 assemblies, scored beyond 50 per cent and that did not speak well of ‘an endowed region like ours’.

The Regional Minister also identified documentation as one of the problems in the assemblies and the reason for the Abysmal performance of the assemblies.

‘For example, when meetings are convened and when you ask for minutes of a meeting, you are found wanting, while Attendance records are not also available. This ought to be changed moving forward’, he pointed out.

‘Another issue of concern that brought the assemblies down was absenteeism. When the assessors come and they asked to see certain officers, they are nowhere to be found and this is not good for us because the assessment comes with incentives and the ones that faulted do not benefit’, he added.

Dr. Bin Salih appealed to government workers to be more committed and dedicated to work and duty and ‘bring Light to the work that we do’

He gave the assurance of his commitment to provide equal attention for the development needs of all assemblies in the region and tasked the municipal and district chief executives, and coordinating directors to be alive with their duties to help improve performance.

‘Any official who is found dabbling in partisan politics is advised to resign, as the regional coordinating council will not look on unconcerned’, he warned.

Mr. Yakubu Fuseini Batong, Sissala East Municipal Chief Executive, commended government for posting 28 police officers to the municipality to help maintain law and order.

He however raised concern about the slow work on the Tumu – Navrongo road and the Tumu-Han stretch of the highway Which may be cut off with the setting of the rains.

Source: Ghana News Agency

Government not rushing for more loans – Ken Ofori-Atta

Mr Ken Ofori-Atta, Finance Minister, says the government is not in a rush to enter the international capital market.

Mr Ofori-Atta said the goal of getting back to the international capital market, which Ghana has been locked out for more than a year, was to give the country a positive ratings and outlook to attract more Foreign Direct Investment (FDI).

‘There’s no rush to go back to the international capital markets. Our expectation is that in managing our expenditure and increasing our revenue, we’ll have the resources to it,’ Mr Ofori-Atta said.

He, however, noted that ‘Working towards the capital market is important because we then get our ratings up and make the country more attractive for foreign investors, especially [getting] FDI.’

He gave the assurance at a joint press conference on Thursday, which was held in Washington and online by the IMF and the Government of Ghana the IMF approval of the implementation of Ghana’s homegrown policy under an Extended Credit Facility (EFC) arrangement.

The loan facility would ensure macroeconomic stability and debt sustainability and lay a solid foundation for inclusive and sustainable growth and job creation, while protecting the most vulnerable of Ghana’s population.

Mr Ofori-Atta explained that the programme would aim at bringing Ghana’s debt to Gross Domestic Product (GPD) ratio down to 55 per cent, which in addition to the revenue measures in the 2023 budget provide the needed resources to move the country forward.

‘Going forward, we’ll find ways of ensuring that we’re efficient in our deployment [of the $3bn funds] …and ensure efficiency in providing services to the people,’ Mr Ofori-Atta said.

‘We will also try to reduce importation to its barest minimum …by ensuring that the importation of rice, poultry and tomato are brought down and we produce those ourselves. That way our economy can be resilient enough,’ the Minister added.

Mr Stephane Roudet, IMF Mission Chief for Ghana, was confident that the loan-support programme would help address the country’s economic crisis, build the foundation for a better and more inclusive future for all Ghanaians.

‘It will also help ease financing constraints including, by unlocking more funding from the rest of the international community,’ Mr Roudet said.

This is the 17th time that Ghana is getting an IMF loan-support programme to address its economic challenges.

The current economic crisis, which has necessitated the IMF’s $3bn loan-support programme was induced by the impact of the COVID-19 pandemic, Russia-Ukraine war and internal structural problems.

The Government is hopeful that by the end of the three-year programme, Ghana’s economy would be resilient, have a strong footing to support sustainable economic growth and enhance the livelihood of citizens.

Source: Ghana News Agency

Jeju Island Governor, Ethiopia Stress Importance of Bolstering Economic, Tourism & Cultural Relations

Ethiopia’s Ambassador in South Korea, Dessie Dalkie, discussed possibilities of cooperation with Jeju Island Governor, Oh Young-Hoon in tourism, culture and environment by utilizing the excellent cultural heritage and natural scenery of both Ethiopia and Jeju Island.

Ambassador Dessie Dalkie recalled the unique diplomatic relationship between Ethiopia and the Republic of Korea.

Ethiopia serves as a gateway and strategic point connecting Africa, the Middle East, and Western countries, so Korean companies are also very interested in it, he said.

“It will be a good opportunity to expand exchanges with the African region through Ethiopia,” Ambassador Dessie emphasized.

He also underlined Ethiopia’s rich ethnic diversity, biodiversity, and UNESCO-registered tangible and intangible heritage.

The ambassador said that these factors contribute to making Ethiopia an ideal tourist destination, highlighting the similarities it shares with Jeju Island, which is well-known for its popularity among tourists.

The Ambassador further emphasized that establishing partnerships between cities or regions in Ethiopia and Jeju Island province, particularly in the tourism sector, would be mutually beneficial for both Ethiopia and Jeju Island.

He urged the governor to explore the possibility of forging relations between Jeju Island and cities and/or regions of Ethiopia.

Jeju Governor Oh Young-Hoon, for his part, recognized the unique historical ties between the two countries.

He acknowledged the importance of strengthening relations in terms of economic development, tourism, the environment, and culture after expressing appreciation for the Ambassador’s visit.

The governor added, “We will also consider exchanges and cooperation between Jeju Island and Addis Ababa, the capital of Ethiopia, in a practical way.”

Source: Ethiopian News Agency

Ethio-UAE Business Forum Held in Abu Dhabi

The Ethio-UAE Business Forum was held in Abu Dhabi aimed at promoting Ethiopia’s investment potential.

Ethiopia’s Investment Commissioner, Lelise Neme provided a detailed briefing on investment opportunities and favorable policies that are in place in Ethiopia.

Ethiopia’s Ambassador to the UAE, Oumer Hussein and the commissioner emphasized the readiness of the government to facilitate and support investors.

The forum facilitated networking and strengthened bilateral ties, fostering optimism for investment in Ethiopia, according to the Ethiopian Investment Commission.

Commissioner Lelise Neme has also held fruitful discussion with a group of key UAE investors about the opportunities and incentives offered to invest in Ethiopia.

In the discussion themed “Business Opportunities in Ethiopia,” the Commissioner highlighted the numerous support frameworks for investors from licensing to full operation, as well as the reform initiatives carried out by the government to make business easier.

Source: Ethiopian News Agency

EU Ready to Support Ethiopia in Rehabilitation, Recovery Endeavors

The European Union (EU) is ready to re-engage Ethiopia more strongly in supporting its rehabilitation, reconstruction, and recovery endeavors, Ambassador Roland Kobia said.

In an exclusive interview with ENA, the EU Delegation Head to Ethiopia stated that the diplomatic normalization has come after the peace accord signed in Pretoria, South Africa, to terminate the war in the northern part of the country.

“The war is now over, and congratulations to Ethiopia for having managed to overcome this very difficult moment,” he said.

According to Kobia, the longstanding relationship with Ethiopia, as one of a few countries which the EU has a strategic engagement with, had gone through difficult times following the conflict.

“Now the EU is ready to re-engage more strongly with Ethiopia in terms of supporting the rehabilitation, reconstruction, and recovery of the country after all the destruction that has taken place during the war. And in this new period, we really want to partner with all our member states or our friends to support Ethiopia to overcome this difficult moment.”

The head pointed out that Ethiopia has been notably adopting a comprehensive package of reforms that are needed in the country on macro economy, taxes, revenue, and containing inflation, among others.

“Ethiopia has embarked on a nationally owned reform of the economy,” the ambassador noted.

Kobia believes that all these reforms are needed for EU’s support and will help Ethiopia to recover from its dire economic situation.

Accordingly, Kobia stressed There is a need to have more efficient assistance to the recovery of Ethiopia from the European Union and other international partners, he stressed.

Ethiopia is negotiating with the International Monetary Fund (IMF) and the World Bank in order to have the recovery package by presenting a number of economic reforms, he stated, adding that this is something the EU is supporting and we want Ethiopia to be able to convince the international financial institutions that would help to access those recovery packages as quickly as possible.

“The reason for this is that we as international partners will be able to help Ethiopia much better if there is an IMF plan. The second example I can take on the reforms that are needed is having a conducive environment for businesses, not only foreign businesses, but also for Ethiopian businesses.”

Moreover, the head said that it is very crucial for the recovery of the economy that a conducive framework, a good environment for foreign direct investment and for local investments is created.

Ambassador Kobia also revealed that European companies are ready to come more massively to invest in Ethiopia since the war is over.

“We very much believe that European companies are ready to come more massively to invest in Ethiopia. So our commitment is that the European companies are ready to come and invest in Ethiopia. Those who are here may increase their investment and others engage in Ethiopia. But for that, we really need to work together on a number of issues.”

Source: Ethiopian News Agency

Ethiopia, South Sudan Ink Agreement to Construct Highway

Ethiopia and South Sudan have signed an agreement in Juba to construct the Paloch – Mathiang – Maiwut – Pagak Road, which connects the two countries.

President of South Sudan, Salva Kiir Mayardit witnessed the signing ceremony for the construction of the highway which connects Western Ethiopia with North Eastern South Sudan.

Ethiopia’s State Minister of Finance, Eyob Tekalign and South Sudanese Finance Minister, Dier Tong Ngor signed the agreement, according to Ministry of Foreign Affairs.

President Salva Kiir said during the ceremony that the cross-border highway project would strengthen economic ties as well as enhance the free movement of people and goods in the Horn of Africa.

“Our hope is to move together to help one another; this is what our people want to see. This is a strategic project that connects our people and serves their needs,” he added.

From the Ethiopian side, the State Minister of Finance Eyob Tekalign, said that the construction of this road will not only provide seamless commercial connectivity but also rectify the artificial border separation and bring the people of two sisterly countries much closer.

Eyob described the project as a significant and historic development. He said the project will bring people together.

South Sudanese Finance Minister Dier Tong Ngor for his part said “When the road is completed, it will reduce the cost of doing business in the region,”

The signing ceremony that took place in Juba recognized the initiatives and commitments demonstrated by the heads of state of the two governments to boost bilateral cooperation between the two sisterly countries, Ministry of Foreign Affairs stated.

During the occasion, both sides exchanged views on enhancing infrastructure development, including electricity, oil pipelines, and other components that accelerate regional economic integration.

The most anticipated construction of this road is expected to impact the economic activities of the sisterly countries as well as play a pertinent role in cementing peace in parts of the regions of both countries.

Source: Ethiopian News Agency