Day: May 19, 2023

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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

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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 1000810847

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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

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Urgent assistance is needed to help communities affected by historic Shabelle river flooding in Somalia

The Food and Agriculture Organization (FAO) of the United Nations and the Hirshabelle State Ministry of Humanitarian Affairs and Disaster Management have called for urgent assistance to help communities affected by flooding in the town of Belet Weyne in Hirsahbelle State, Somalia. The floods, which began in early May, are estimated to have affected over 200,000 people and around 79 percent of the town has flooded, according to FAO’s Somalia Water and Land Information Management (SWALIM) unit.

“We’re witnessing the Shabelle river’s worst flooding event in the last thirty years, the situation for many displaced families is very precarious right now,” said Ezana Kassa, FAO’s Head of Programme in Somalia. According to the United Nations Office of the Coordination of Humanitarian Affairs, over 200,000 people have been displaced from their homes and need immediate food, water, shelter, and other lifesaving assistance. “Livelihoods have been destroyed and the risk of water borne diseases are on the rise,” said Kassa. It’s an extra blow for local farmers who say this season’s harvest was looking more promising than during the last three years of drought.

As well as providing flood reports and analysis for humanitarian actors and early warning messages to affected communities through its ‘Digniin’ early warning system, FAO is scaling up emergency cash transfers to affected families and supporting preparedness actions. Districts downstream including Bulo Burto, Jalalaqsi and Jowhar still face moderate to high flood risk warnings.

“We are calling on the international community to urgently provide assistance to the people of Belet Weyne and flood affected regions,” said Minister Asha Khalif Mohamed, of the Hirshabelle State Ministry of Humanitarian Affairs and Disaster Management, the government agency leading the flood response. She said that the government had already provided emergency food and supplies to affected communities, as well as leading the flood response coordination on the ground. “We need to be ready to bring in what people need as soon as flood waters recede, prevent disease outbreaks and also help people get back on their feet through livelihood interventions,” she said.

FAO has a recent history of flood interventions in Belet Weyne and surrounding areas. Early reports show that flood works implemented by FAO in 2022 with the support of United Kingdom, the World Bank and the Italian Government kept flood levels at bay for weeks longer than in previous years. However, the worst flooding since at least 1991 saw flood waters overflow the high-water mark. Other interventions continue to hold back flood waters, preventing an even greater disaster.

These historic floods are the latest in a series of natural disasters to hit Somalia in recent years, an increasing trend caused in part by global climate change. In 2021-22, the country was hit by a devastating drought that left the country teetering on the edge of famine and 6.6 million people acutely food insecure in its wake. It’s also a reminder of the vulnerability of Somalia to climate change. The country is already one of the most vulnerable countries in the world to the effects of climate change, and the most reliable scientific modelling shows that climate related shocks will only increase in frequency into the future.

In addition to immediate support for affected populations, FAO is calling for scaled up investments in longer term solutions including more robust flood management initiatives to mitigate the impact of climate shocks on vulnerable communities’ cope and safeguard their food security into the future.

Source: EMM/ United Nations

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EFCC probes Matawalle over alleged N70bn fraud

The Economic and Financial Crimes Commission (EFCC) says it is probing Gov. Bello Matawalle of Zamfara over alleged N70 billion fraud.

The EFCC Chairman, Mr Abdulrasheed Bawa, represented by the commission’s Director of Public Affairs, Mr Osita Nwaja, said this at news conference on Thursday in Abuja.

This development came days after Matawalle accused the EFCC of bias in selecting who to investigate, leaving others as sacred cows.

Matawalle had urged the EFCC to probe people working with President Muhammadu Buhari, including cabinet ministers.

He accused the anti-graft office of being too timid to go after people loyal to the president.

The EFCC boss, however, said that the claim of the governor was just an attempt to cast aspersion on the integrity of the EFCC’s fight against corruption.

He accused Matawalle of making farcical allegations of corruption in assets disposal and plea bargain procedure, among others.

” What is at play here is a pure case of corruption fighting back. Matawalle’s outburst is a product of paranoia, an uncomfortable exertion arising from the heat of EFCC’s lawful activities.

”But the real issue with Matawalle is that he is being investigated by the EFCC, over allegation of monumental corruption, award of phantom contracts and diversion of over N70 billion.

”The money which was sourced as loan from an old generation bank purportedly for the execution of projects across the local government areas of the state.

”It was allegedly diverted by the governor through proxies and contractors who received payment for contracts that were not executed,” he said.

Bawa said that the EFCC investigation had become the source of anxiety in Government House, Gusau, with the governor in mortal dread of his fate once he steps down as governor on May 29.

He said the governor would have been in the EFCC custody but for the immunity clause.

” In Nigeria, state governors and their deputies enjoy immunity from criminal prosecution while in office, a reason the EFCC has yet to arrest Governor Matawalle.”

Bawa said that the Commission’s investigations so far, revealed that more than 100 companies had received payments from the funds, with no evidence of service rendered to the state.

”Some of the contractors who had been invited and quizzed by the commission, made startling revelations on how they were allegedly compelled by the governor to return the funds received from the state coffers to him.

”This was done through his aides after converting the same to United States Dollars.

”They confirmed that they did not render any service to Zamafara state but were allegedly directed to convert the monies paid to them into United States Dollar.

” And, return to the State governor through some of his commissioners, notably the Commissioners in charge of Finance and Local Government Affairs, ” he said.

According to the EFCC chairman, one of the contractors, a popular Abuja property developer, collected N6 billion on a N10 billion contract without rendering any service to Zamfara.

” Another contractor collected over N3 billion for a contract for the supply of medical equipment but the Commission traced a payment of N400million from his account to a Bureau de Change operator.

”The contractor confessed the payment was to procure the dollar equivalent allegedly for the state governor,” he said.

Bawa further said as part of the extensive investigation of contracts awarded by the Matawalle administration, especially for phantom projects in the local government areas, the commission had recovered N300 million from a company, Fezel Nigeria Limited.

He said that the funds were allegedly traced to the Zamafara Investment Company.

According to him, it is intriguing that Matawalle would want to take on the role of a supervisor, who tells the EFCC whom to investigate. Is this a case of a “’thief’’ saying he must not be touched until other ‘’thieves’’ are caught?

“Unfortunately, it is not within Matawalle’s remit to dictate to the EFCC whom to arrest, when and where. Suspects in the custody of the Commission cut across all sectors and social class.

“The qualification to get a space in the Commission’s detention facility, is to commit a crime. It does not matter whether you are a priest , Imam, Governor or minister.

“Currently, a former minister of power is in the custody of the EFCC over a N22 billion corruption allegation. That conveniently did not attract Matawalle’s attention,” he said.

Source: News Agency of Nigeria

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BOI assets grow by 39. 2% in 2 yrs – Chairman

The Chairman Board of Directors, Bank of Industry (BOI) Group, Aliyu Dikko, said the total assets of the group grew by 39. 2 per cent between 2021 and 2022.

Dikko stated this at the 63rd Annual General Meeting (AGM) of the bank in Abuja on Thursday.

He said the bank maintained appreciable growth in its financial performance in the year.

“Total Assets of the group grew by 39. 2 per cent between 2021 and 2022, from N1. 71 trillion to N2. 38 trillion respectively.

“This growth was largely due to the three successful capital raising transactions worth 1. 85 billion Euros in the year.

“The group also reported a growth of 11. 7 per cent in its total equity between 2021 and 2022, from N 384. 85 to N 429. 83 billion respectively.

“Profit before tax also followed the same trend, reporting 15. 6 per cent growth from 62. 28 billion to N 71. 99 billion in 2021 and 2022 respectively, ” he said.

According to Dikko, loans and advances improved by 3. 2 per cent from N780. 48 billion in 2021 to N805. 46billion in 2022.

The chairman said the remarkable performance depicted the passionate and proactive disposition of the bank, to continue to effectively deliver on its mandate, as the macro-economy gradually strengthens.

He acknowledged the challenges encountered during the period, saying that it was an opportunity for the bank to perform better.

Mr Olukayode Pitan, Managing Director of the bank expressed delight at the significant performance of the bank in the period under review.

Pitan said: “This AGM is very significant, the result that we presented happen to be the best the bank has presented in 63 years.

“In terms of the head way, 2022 was a tough year and attracting foreign investment into Nigeria was difficult.

“But that notwithstanding, the bank within the year was able to bring an inflow of about two billion dollars into the country.

“Our major shareholders have shown their confidence in the bank by increasing their stake in the bank.’’

Pitan said one of the resolutions approved at the AGM was that the share capital of the bank was increased from N250 billion to N500 billion.

“Our shareholders funds are over N400 billion but we have some funds our shareholders deposited for shares.

“So when we put everything together our shareholders funds will be very close to N600 billion.

“We are getting toward the target that we have which the minimum should be about N1trillion, because that will allow us to do more than we are doing now, he said.

They expressed optimism that the bank would continue to grow and exceed N5 trillion shareholders fund in the coming years.

Source: News Agency of Nigeria

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FGN securities awareness impacting ordinary Nigerians – stockbroker

A Stockbroker, Foluke Samuel, says the Federal Government of Nigeria (FGN) Securities Issuance Awareness Programme organised by the Debt Management Office (DMO) has been most impactful on ordinary Nigerians.

Samuel, Lead Sales, Northern Region, CSL Stockbrokers Limited, said this in an interview with the News Agency of Nigeria (NAN] on Thursday, on the sidelines of the FGN Securities Issuance Awareness Programme in Benin.

The News Agency of Nigeria (NAN) reports that the awareness programme is a collaborative effort between the DMO and CSL, which is the the stockbroking firm for the Federal Government.

According to Samuel, many more ordinary Nigerians have continued to embrace the attractive investment opportunities in FGN Securities, thereby promoting financial inclusion.

“We are here in Benin to continue to create awareness on the need for Nigerians across social classes to embrace investment opportunities in FGN Securities.

“Before now, the opportunity was opened to a segment of the society, but now it has cut across as many more ordinary Nigerians have started embracing this opportunity,” she said.

She said that the feedback from the investing public indicated the various FGN Security instruments were receiving more acceptance.

“A lot of Nigerians have been investing more in FGN Securities through the awareness that we have been creating.

The last FGN Savings Bond that was issued in May, shortly after the awareness programme in Gombe, recorded a high volume of interest from that axis,” she said.

Source: News Agency of Nigeria

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NEM Insurance pays N7.6bn claims in 2022

NEM Insurance Plc paid N7.6 billion to its claimants for the financial year ended Dec. 31, 2022.

Dr Fidelis Ayebae, Chairman, NEM Insurance, said this at the company’s 53rd Annual General Meeting (AGM) on Thursday in Lagos.

Ayebae said the figure represented a growth of 38 per cent when compared with N5.5 billion paid in 2021.

He said the net claims ratio for the year under review was 22 per cent and 19.9 per cent for year 2021, representing an increase of 2.1 per cent.

He stated that gross claims incurred during the year under review was N12.3 billion from N11.6 billion in 2021, indicating an increase of 7.9 per cent.

The gross claims ratio for year 2021 stood at 42.0 per cent, while that of 2022 was 37.4 per cent, which is a decrease of five per cent.

The chairman disclosed that the gross premium recorded by the firm was N33.3 billion against N27. 7 billion in 2021, an increase of 20 per cent.

Ayebae stated that an increase of 37 per cent was achieved on the investment income of the firm, putting the amount for 2022 at N1.5 billion, while N1billion was recorded in 2021.

The group’s profit before tax for the year under review was N5.5 billion in contrast with N4.5 billion in 2021, indicating an increase of 21 per cent.

Ayebae said that the company recommended a total dividend of N1.50 billion representing 30k per ordinary share to its shareholders, subject to deduction of withholding tax at the appropriate rate.

He noted that as part of the insurance firm’s strategy for expansion, NEM Health Ltd., was incorporated in 2022 but commenced operations in 2023.

Ayebae said that plans to have a viable life company was still underway.

The chairman noted that 2022 which was a pre-election year, associated with risk of insecurities, uncertainties, incessant fuel scarcity, price hike and high rate of inflation, posed a lot of challenges during the year under review.

Ayebae said, amidst all the challenges, the company performed excellently in 2022 as shown in its financial statement.

In his remark, the company’s Group Managing Director, Mr Tope Smart, said a review of the insurers operation showed that the company recorded an impressive performance in 2022.

Smart stated that all the underwriting company’s performance indices improved compared with the year 2021 results.

He noted that in spite of the global and local challenges which affected economic activities, the firm was able to post good results due to its resilience and strategies formulated and implemented by its board and management.

“Notwithstanding the challenging operating environment, we achieved the above results due to our determination and the robust strategies put in place.

“These results would not have been achieved but for the massive support and loyalty of our clients and brokers who have been there for us over the years. We owe them a debt of gratitude.

“I am particularly proud of our staff who have remained very focused, dogged and unwavering despite the difficult operating environment.

“To our ever-supportive shareholders, we appreciate you for your love and uncommon support over the years,” he added. (NAN)(www.nannews.ng)

Source: News Agency of Nigeria