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

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

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Juaben Municipal Assembly supports 21 PWDs to be economically independent

The Juaben Municipal Assembly has disbursed assorted items to support the livelihoods of 21 Persons with Disability (PWDs) in the Municipality.

They are the latest to benefit from the Disability Fund which is fraction of the District Assemblies Common Fund (DACF) meant to cushion PWDs across the country.

Among the items disbursed were bags of rice, slippers, bags of charcoal, knitting machines, cocoa spraying machines, oil palm seedlings, bags of fertilizer and financial support for the education and health needs of some of the beneficiaries.

It was the 10th disbursement by the Assembly since it was carved out of the Ejisu-Juaben Municipal Assembly.

Mr Omane Aboagye, the Municipal Chief Executive (MCE), speaking at a short ceremony to present the items, urged the beneficiaries to make good use of the items to be economically independent.

He said most of them had the potentials to be self-reliant by engaging in income generating activities rather than begging for alms.

The MCE reaffirmed that one of the cardinal duties of any government was to introduce social intervention programmes to protect the vulnerable in society.

The disbursement, he noted, would go a long way to ameliorate the suffering of such vulnerable people and reduce their over-reliance on others for survival.

Madam Esther Enyonam, the Head of the Department of Social Welfare, admonished the beneficiaries to make good use of the items to achieve the purpose for which they were disbursed.

She cautioned the beneficiaries against the tendency of selling the items, saying that the practice was inimical to sustainable livelihood which the disbursement sought to achieve.

Mr Brako Boateng, the Social Services Convener, commended the government for the support and advised the beneficiaries to grow whatever businesses they intended to engage in to break the poverty cycle.

Source: Ghana News Agency

Gomoa West Assembly invests in Education Sector to address challenges

The Gomoa West Assembly has in the first quarter of this year invested resources to help address challenges in the education sector in the district.

Mr Bismark Baisie Nkum, Gomoa West District Chief Executive (DCE), stated this in his sessional address at the Assembly’s meeting at Apam, the district capital.

He mentioned supplying more than 1000 dual desks, 200 hexagonal desks and 250 metallic dual desks to schools in the district as some of the interventions the assembly made within the first quarter.

The DCE informed the house that 72-acre land had been released by the Chiefs and people of Gomoa Tarkwa in partnership with the district assembly to the University of Education, Winneba (UEW), for the establishment of a campus in the area.

He said the proposed site was inspected by the management of the university after fruitful engagement and that documentation would soon be finalised for the university to commence work.

According to him, school uniforms were supplied to pupils in some basic schools in communities including Ohua, Sampa, Assin, Brofoyedur, Dago, Bewadze, Onyadze, Akyempim-Hasowaodze, Eshiem, Mankessim and Gyankrom during the period.

He further announced that to bridge the high teacher attrition rate in the district, 42 National Service Personnel have been posted to basic schools and 50 graduate teachers deployed to Senior High Schools.

He urged the house to approve the re-introduction of extra classes in schools for final-year students to prepare them towards Basic Education Certificate Examination to help improve upon academic performance in the district.

On Infrastructure and logistics, Mr Nkum said as part of interventions to curb educational challenges, the assembly was constructing a.6-Unit teachers’ quarters at Gomoamaim and 3-Unit Classroom Block at Appiakrom Debiso.

On Security, he indicated that aside from complaints of robbery on the Ankamu-Dawurampong starch road, chieftaincy issues in Mumford and Apam and Kyirenkwanta/Fawomanye land litigation the district continued to enjoy peace and tranquillity.

‘Crime rate in the district is very low, the police had intensified snap checks and highway robbery has subsided within the period under review ‘, he stated.

According to Mr Nkum, false and prank calls had, however, increased in the district which was not the best and called on assembly members to educate their constituents to stop the practice because it was counterproductive.

The DCE informed the house that a total of 1,950 farmers made up of 450 youth, I, 498 and two physically challenged Persons were sensitized on the Planting for Food and Jobs programme to help them adopt the use of certified seeds, increase access to improved inputs and quality extension services to improve income and to reduce poverty.

He announced that, during the period under review, 1,253Kg of maize was shelled, 30 acres of land ploughed, and seven acres harrowed for the first quarter of 2023.

‘During the quarter, Social Welfare Department in partnership with the National Health Insurance Authority registered 950 indigenes free of charge onto the National Health Insurance Scheme’, he stated.

On Health, Mr Nkum stated that a total of 1,146 Long-lasting Insecticide Treated Nets were distributed to mothers.

He said to reduce maternal deaths and other complications such as high blood pressure and bleeding after delivery in the district, a two-day training was conducted for 40 midwives on safe motherhood and Lifesaving Skills.

The district recorded one maternal death and 39 infant mortality in 2022.

‘As of the first quarter of last year 2022, we collected an amount of GHc172, 278.57 of our budgeted Internally Generated Fund of GHc850.000.

‘The Assembly collected GHc197, 783.43 of the budgeted amounts of GHc930, 000.00 representing 21.27 per cent for the same period in 2023, showing a marginal improvement over that of the previous year’, he stated.

He, therefore, called on the assembly members to continue to intensify their education for their community members to honour their tax obligation to supplement the Common Fund and other grants for development.

Source: Ghana News Agency

World Vision donates health materials, farm implements to East Gonja Municipal

World Vision Ghana, an international non-governmental organisation, has donated items worth $44,470 to various institutions in the East Gonja Municipality of the Savannah Region to complement government’s efforts at ensuring sustainable development in the area.

The items included health promotion materials, farm implements amongst others, and the beneficiary institutions were Ghana Health Service (GHS), Ghana Education Service (GES), Municipal Department of Agriculture and religious bodies.

The GHS received 120 mop sticks, 120 mop buckets, 100 utility gloves for cleaners, 44 detergents, 50 ceiling brushes, 300 rubber aprons, 50 hard standing brooms.

Others were 100 dusters, 100 Veronica Buckets and stands, 150 shower cups for cleaners and 100 dust bin liners, 100 dust bins, 100 standing broom plastic amongst others.

The Municipal Department of Agriculture received 1,300 cutlasses, 1,300 knives, 1,300 wellington boots and 60 knapsack sprayers.

The various religious bodies in the Municipality received 100 rakes, 100 hard standing brooms, 50 shovels, 50 wheelbarrows, 150 gloves, 80 cutlasses, 50 hoes, 50 pickaxes, 150 wellington boots and 100 googles.

The GES received 80 boxes of sanitary pads.

Mr Francis Gumah, Northern Regional Operations Manager of World Vision Ghana, who handed over the items to the authorities of the East Gonja Municipal Assembly for onward distribution to the institutions, said they were to augment the efforts of the Assembly and its agencies to ensure holistic growth and development.

Mr Gumah said World Vision Ghana was working vigorously to provide potable water to some communities in the Municipality.

He said, ‘Work is currently ongoing in the provision of six mechanised water systems in six communities, three – six-seater KVIPs for three schools, eight permanent hand washing facilities for schools and health centres and theee – four-seater KVIPs for three health facilities.’

He urged the beneficiary institutions to ensure that the items were put to good use to help address the challenges confronting the area.

Mr Sylvester Naah Yaw Kyiileyeng, East Gonja Municipal Coordinating Director, who received the items on behalf of the beneficiary institutions, expressed appreciation to World Vision Ghana for its various interventions towards enhancing education, health, agriculture amongst others in the country.

Mr Peter Claver Anyeembey, East Gonja Municipal Director of the Department of Agriculture lauded the initiative saying, ‘This support will go a long way to ensure food security in the Municipality.’

Source: Ghana News Agency

Stakeholders urged to intensify campaign for sustainable WASH projectsc

WaterAid Ghana, a water, Sanitation and Hygiene (WASH) focused Non-Governmental Organisation, has called on stakeholders to intensify mass media campaign to educate communities and institutions on the need for sustainable WASH services.

According to the organisation, the provision of WASH facilities goes beyond their availability to ensuring that they were appropriately and strategically positioned and maintained throughout their life span for the realisation of their benefits.

Ms Perpetual Diabene, the Northern Ghana Programmes Manager, WaterAid Ghana, made the call in Bolgatanga, at the organisation’s review meeting on its WASH project, dubbed:’System Strengthening for Sustainable WASH services (3SWASH)’ being implemented in the Bongo District of the Upper East Region.

The project has funding support from the Hemsley Charitable Trust, a United States non-profit organisation and aims at addressing sector-wide challenges in WASH that are preventing sustainable WASH service delivery in the Bongo District.

It intends to achieve this by strengthening systems for improved WASH services that are inclusive and sustainable, to support the government to respond to gaps in operating and maintaining WASH infrastructures at all levels.

The project also seeks to empower and resource Community Water and Sanitation Management Teams (WSNT), Women’s cooperatives and advocacy groups to manage, operate and sustain WASH systems and strengthen capacities of health workers on Infection Prevention Control (IPC) and hygiene campaigns for improved health services.

The meeting brought together 65 participants from the Regional Coordinating Council, the WASH desk of the Regional Health and Education Directorates, Bongo Education and Health Directorates and some selected Water Sanitation Management Teams from seven Area Councils in Bongo.

Ms Diabene noted that the water table in some parts of the Bongo community contained high fluoride which was not good for human consumption as it caused dental fluorosis (discoloration of teeth).

She underscored the urgent need for proper consultations and collaboration among stakeholders in the sitting of boreholes to ensure water safety and help maintain the facilities.

Mr David Aruk, an Engineer at the Bongo District Assembly, expressed gratitude to WaterAid Ghana for its effort at ensuring the availability and sustainability of WASH facilities in the Bongo District and added the organisation’s interventions over years had helped improve WASH services in the district.

He said the Bongo District Assembly was committed to liaising with community members for the sustainability of WASH facilities.

Source: Ghana News Agency

Minister advises young people to contribute to public safety

Minister advises young people to contribute to public safety Luanda – Angolan minister of Youth and Sports Palmira Barbosa advised Friday in Luanda young people to complement the service of police bodies in maintaining public security.

The minister said so at the conference on “The role of youth in public security”, having suggested the programming of awareness-raising activities, respect for laws and moral principles, as well as the reinforcement of the practice of denouncements.

She said that her Ministry, as the department responsible for public policies focused on youth, has contributed to maintaining security, with the implementation of national defence and public security courses for young people across the country.

She said that she has also been developing actions, in partnership with MININT, on road safety, in order to reduce road accidents.

The meeting, promoted by the Ministry of the Interior, is addressing topics such as: ““Reflection on the public security situation”, “Sexual aggression in a school environment”, “financial crimes in the digital world” and “youth and road accidents causes and consequences”.

Source: Angola Press News Agency (APNA)