Rwanda: Better Mapping of Erosion Risk Areas Needed More Than Ever

Some climate scientists said it was unfortunate that western Rwanda experienced flooding despite past investments. For example, some experts were previously convinced that Sebeya, one of the rivers originating in the mountains of western Rwanda, was no longer a threat to the community. Credit: Aimable Twahirwa/IPS

Some climate scientists said it was unfortunate that western Rwanda experienced flooding despite past investments. For example, some experts were previously convinced that Sebeya, one of the rivers originating in the mountains of western Rwanda, was no longer a threat to the community. Credit: Aimable Twahirwa/IPS

By Aimable Twahirwa
KIGALI, May 19 2023 – Following severe flooding and landslides that hit major parts of Rwanda earlier this month, experts are convinced that investing in the mapping of erosion risk areas could go a long way to keeping the number of casualties down.

Many villagers living along major rivers in Western Rwanda have been among the victims of river erosion and flooding every year.

Felicita Mukamusoni, a river erosion survivor in Nyundo, a mountainous village from Western Rwanda, told IPS that “parts of this village have been eroded to such an extent that we cannot even imagine.”

“I reared cows and goats. My beautiful house was destroyed. The river has taken everything,” she said.

Latest Government estimates indicate that at least 135 people died, and one is still missing following recent flooding and landslides triggered by heavy rains that hit western, northern and southern provinces earlier this month.

In a recent assessment, experts found that land in high-risk areas is mainly used for agriculture, and 61 percent was for seasonal crops. It said that seasonal agriculture exposes soil to splash erosion and further detachment as land is not permanently covered.

The 2022 report on the State of Soil Erosion Control in Rwanda indicates that the erosion control techniques across high-risk areas in Rwanda are still very low.

Erosion control mapping shows that of the 30 districts of Rwanda, land under high erosion risk is about 1,080,168 hectares (45 percent of the total provinces land, which is estimated to be 2,385,830 hectares) of which 71,941 hectares (7 percent of the total risk areas) are at extremely high risk.

According to the same report, at least 190,433 hectares of land are considered very high risk (18 percent), 300,805 hectares are at high risk (28 percent), and 516,999 hectares (48 percent) are at moderate risk.

Dr Charles Karangwa, a climate expert based in Kigali, told IPS that It is unfortunate that fresh disasters happened again despite a lot of investment in the past.

“Rwanda needs to explore other complementary solutions such as water management infrastructure, water harvesting, and where possible, relocate those living in highly risky areas to allow nature to regenerate will help to stabilise the situation both in the long term and medium term,” he said.

Apart from being highly populated, Karangwa pointed out that there is quite a link with geographical vulnerability because of soil erosion risk, which is worsened by high population, and this increased pressure on land.

Flood Management and Water Storage Development Division Manager at Rwanda’s Water Resources Board (RWB), Davis Bugingo, told IPS that among solutions to cope with recurrent disasters in Western Rwanda is the establishment of flood control infrastructures to regulate water flow and reduce flooding risks.

These include the construction of the neighbouring Sebeya retention dam, and Gisunyu gully rehabilitation works expected to significantly contribute to reducing flood impacts in the region.

While accurate and up-to-date data on river flow, topography, and flood vulnerability remains crucial for effective flood management, Bugingo observed that limited data availability and quality could pose challenges in accurate flood forecasting, risk assessment, and planning.

Apart from land use, which contributed to increased flood risks, experts observed that constructions in flood-prone areas, encroachments on riverbanks, and inadequate zoning regulations had exacerbated the impact of floods and hindered effective flood management efforts in western Rwanda.

Most recently, RWB has developed a dedicated application to collect more information to inform future analysis, relocation of people living in risky areas, and adjusting tools used to design flood control infrastructure.

The above tool provides information on flood exposure and areas at risk that can be visualised in 3D and shared the information with the public or other organisations. However, experts are convinced that despite these innovative solutions, limited financial resources may hinder the implementation of these large-scale infrastructure projects, such as dams, flood control structures, gully reclamation and drainage systems.

Rwanda is one of Africa’s most densely populated countries, with large concentrations in the central regions and along the shore of Lake Kivu in the west. This East African country’s total area is 26,338 km2, with a population of 13,246,394.

Bugingo points out that inadequate land use still contributes to increased flood risks.

“Constructions in flood-prone areas, encroachments on riverbanks, and inadequate zoning regulations continue to exacerbate the impact of floods and hinder effective flood management efforts,” he said.

IPS UN Bureau Report

 


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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.


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Chile: New Constitution in the Hands of the Far Right

Credit: Martín Bernetti/AFP via Getty Images

By Inés M. Pousadela
MONTEVIDEO, Uruguay, May 19 2023 – On 7 May, Chileans went to the polls to choose a Constitutional Council that will produce a new constitution to replace the one bequeathed by the Pinochet dictatorship – and handed control to a far-right party that never wanted a constitution-making process in the first place.

This is the second attempt at constitutional change in two years. The first process was the most open and inclusive in Chile’s history. The resulting constitutional text, ambitious and progressive, was widely rejected in a referendum. It’s now far from certain that this latest, far less inclusive process will result in a new constitution that is accepted and adopted – and there’s a possibility that any new constitution could be worse than the one it replaces.

A long and winding road

Chile’s constitution-making process was born out of mass protests that erupted in October 2019, under the neoliberal administration of Sebastián Piñera. Protests only subsided when the leaders of major parties agreed to hold a referendum to ask people whether they wanted a new constitution and, if so, how it should be drafted.

In the vote in October 2020, almost 80 per cent of voters backed constitutional change, with a new constitution to be drafted by a directly elected Constitutional Assembly. In May 2021, the Constitutional Assembly was elected, with an innovative mechanism to ensure gender parity and reserved seats for Indigenous peoples. Amid great expectations, the plural and diverse body started a one-year journey towards a new constitution.

Pushed by the same winds of change, in December 2021 Chile elected its youngest and most unconventional president ever: former student protester Gabriel Boric. But things soon turned sideways, and support for the Constitutional Assembly – often criticised as made up of unskilled amateurs – declined steadily along with support for the new government.

In September 2022, a referendum resulted in an overwhelming rejection of the draft constitution. Although very progressive in its focus on gender and Indigenous rights, a common criticism was that the proposed constitution failed to offer much to advance basic social rights in a country characterised by heavy economic inequality and poor public services. Disinformation was also rife during the campaign.

The second attempt kicked off in January 2023, with Congress passing a law laying out a new process with a much more traditional format. Instead of the large number of independent representatives involved before, this handed control back to political parties. The timeframe was shortened, the assembly made smaller and the previous blank slate replaced by a series of agreed principles. The task of producing the first draft is in the hands of a Commission of Experts, with a technical body, the Technical Admissibility Committee, guarding compliance with a series of agreed principles. One of the few things that remained from the previous process was gender parity.

Starting in March, the Commission of Experts was given three months to produce a new draft, to be submitted to the Constitutional Council for debate and approval. A referendum will be held in December to either ratify or reject the new constitution.

Rise of the far right

Compared with the 2021 election for the Constitutional Convention, the election for the Constitutional Council was characterised by low levels of public engagement. A survey published in mid-April found that 48 per cent of respondents had little or no interest in the election and 62 per cent had little or no confidence in the constitution-making process. Polls also showed increasing dissatisfaction with the government: in late 2022, approval rates had plummeted to 27 per cent. This made an anti-government protest vote likely.

While the 2021 campaign focused on inequality, this time the focus was on rising crime, economic hardship and irregular migration, pivoting to security issues. The party that most strongly reflected and instrumentalised these concerns came out the winner.

The far-right Republican Party, led by defeated presidential candidate José Antonio Kast, received 35.4 per cent of the votes, winning 23 seats on the 50-member council. The government-backed Unity for Chile came second, with 28.6 per cent and 16 seats. The traditional right-wing alliance Safe Chile took 21 per cent of the vote and got 11 seats. No seats were won by the populist People’s Party and the centrist All for Chile alliance, led by the Christian Democratic Party. The political centre has vanished, with polarisation on the rise.

 
What to expect

The Expert Commission will deliver its draft proposal on 6 June and the Constitutional Council will then have five months to work on it, approving decisions with the votes of three-fifths of its members – meaning 31 votes will be needed to make decisions, and 21 will be enough to block them. This gives veto power to the Republican Party – and if it manages to work with the traditional right wing, they will be able to define the new constitution’s contents.

 
The chances of the new draft constitution being better than the old one are slim. In the best-case scenario, only cosmetic changes will be introduced. In the worst, an even more regressive text will result.

People will have the final say on 17 December. If they ratify the proposed text, Chile will adopt a constitution that is, at best, not much different from the existing one. If they reject it, Chileans will be stuck with the old constitution that many rose up against in 2019. Either way, a once-in-a-generation opportunity to expand the recognition of rights will have been lost, and it will fall on civil society to keep pushing for the recognition and protection of human rights.

Inés M. Pousadela is CIVICUS Senior Research Specialist, co-director and writer for CIVICUS Lens and co-author of the State of Civil Society Report.

 


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In Praise of Competitive UN Elections

A Security Council meeting in progress. Credit: United Nations

 

Member Countries Can Keep Abusive Governments Off Important UN Bodies.

By Louis Charbonneau
NEW YORK, May 19 2023 – Next month’s United Nations Security Council elections show why competition is important.

UN votes for seats on important bodies like the Security Council and Human Rights Council often make a mockery of the word “election.” They typically have little or no competition, ensuring victory for even the least-qualified candidates.

On June 6, the 193-nation General Assembly is scheduled to elect five members to the Security Council for 2023-2024. Delegations get to choose between Slovenia and Belarus for one Eastern European seat, and South Korea and Tajikistan for one Asian seat. The Western, African, and Latin American/Caribbean regional slates are all devoid of competition.

Many delegations and their regional groups prefer noncompetitive slates. They say all countries should have a chance to serve on UN bodies. But noncompetitive slates undermine the purpose of elections, which is to enable member states to choose the most qualified candidates over others.

Case in point: Belarus wants a seat on the Security Council, the UN body overseeing international peace and security. Despite its chronic dysfunction, it’s the UN’s most powerful body. It can authorize military force and impose sanctions.

Globally, it oversees numerous peacekeeping and political missions, whose staff includes hundreds of human rights officers that monitor and report on abuses.

Look at Belarus. At a May 16 UN debate with the ambassadors of Belarus and Slovenia, Belarusian Ambassador Valentin Ryabkov claimed to recognize the importance of human rights.

But within his country there’s an atmosphere of repression and fear, with widespread rights violations that may amount to crimes against humanity. Human rights defenders, including 2022 Nobel Peace Prize winner Ales Bialiatski, have been imprisoned on bogus charges.

At the General Assembly, Belarus has opposed condemnations of Russian atrocities in Ukraine and aided efforts to whitewash China’s crimes against humanity in Xinjiang.

Tajikistan’s rights record has deteriorated amid a government-led crackdown on freedom of expression and the political opposition. In addition, both sides in Tajikistan’s border conflict with Kyrgyzstan have committed apparent war crimes with impunity.

Member countries can’t vote out Russia, China, or the other three permanent Security Council members. But when elections for rotating seats are competitive, member states can and should reject abusive governments. They should do that on June 6.

Louis Charbonneau is United Nations Director, Human Rights Watch
charbol@hrw.org | www.hrw.org
@loucharbon

IPS UN Bureau

 


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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 dernires annes, garantir une exploitation durable est devenu un objectif fondamental pour les entreprises du secteur de l'aviation. Nanmoins, cette industrie changeante est confronte une multitude de dfis pouvant entraver les efforts dont les entreprises font preuve pour l'optimisation de leur rentabilit. Bien que plusieurs facteurs contribuent aux difficults du secteur de l'aviation, il est important de mettre l'accent sur ceux qui ont le plus d'impact.

Les taux d'intrt en dollars, dj hauts pour les compagnies ariennes fortement endettes, seront encore plus levs.

Ces dernires annes, le secteur de l'aviation a connu une baisse importante de la demande de transport arien, ce qui a entran des pertes financires pour de nombreuses compagnies ariennes. Afin de se maintenir flot pendant cette priode, les compagnies ariennes ont contract des dettes supplmentaires. Cependant, cet endettement accru a engendr un risque plus lev pour les cranciers, ce qui s'est ensuite traduit par une hausse des taux d'intrt pour les compagnies ariennes.

Outre l'impact de la pandmie sur l'industrie, d'autres facteurs tels que la hausse des prix du carburant et l'intensification de la concurrence ont galement contribu aux difficults financires de nombreuses compagnies ariennes. En raison de ces facteurs, il est de plus en plus difficile pour les compagnies ariennes fortement endettes de gnrer des bnfices et donc de rembourser leurs dettes, ce qui suscite des inquitudes quant la viabilit de leur modle conomique.

La combinaison de ces facteurs fait que les compagnies ariennes fortement endettes sont maintenant confrontes des taux d'intrt encore plus levs, ce qui peut exacerber encore plus leurs difficults financires.

Des cots d'assurance beaucoup plus levs – l'aggravation des risques de guerre pourrait conduire l'augmentation des primes d'assurance

Le secteur de l'aviation est confront une hausse des cots d'assurance du fait de l'aggravation des risques gopolitiques. Selon les principales compagnies d'assurance, cette situation est fortement influence par le fait qu'environ 500 avions lous des oprateurs russes sont toujours bloqus en Russie. Les assureurs sont confronts des problmes de responsabilit ventuelle en raison de la situation incertaine cre par le refus du gouvernement russe de renvoyer ces avions.

En consquence, les assureurs ont du mal valuer le niveau de risque encouru. Cela se traduit par une large fourchette de pertes potentielles, qui selon certaines sources du secteur sont estimes 30 milliards de dollars. Cette incertitude risque de faire augmenter les primes d'assurance des compagnies ariennes, 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 cots imprvus des compagnies ariennes

Le rglement europen 261/2004 prvoit une indemnisation pour les passagers victimes de retards ou d'annulations de vols, de surrservations ou de refus d'embarquement. Selon les circonstances spcifiques, et sous rserve de certaines conditions, les passagers concerns peuvent prtendre une indemnisation allant de 250 600 euros par personne. Avant la pandmie de COVID–19, le taux de retard des vols au sein de l'Union Europenne qui relevait d'une indemnisation tait de 1,5 % des vols, avec un montant moyen d'indemnisation de 375 euros par vol retard.

En 2019, les compagnies ariennes de l'UE ont transport un total de 1,12 milliard de passagers, avec 1,7 million de vols ayant subi des retards, ce qui a donn lieu une indemnisation totale de 6,3 milliards d'euros. Seuls 10 % des passagers concerns dposent actuellement des plaintes directement auprs des compagnies ariennes, ou par l'intermdiaire de socits de services spcialises telles que Skycop ou Airhelp.

Toutefois, ce chiffre devrait augmenter de manire significative, du fait qu'aprs la pandmie de COVID–19, l'industrie devra faire face des dficits de capacit et autres dfis. En consquence, le nombre de vols retards pouvant faire l'objet d'une demande d'indemnisation pourrait passer de 1,5 % 5 % des vols, ce qui pourrait donner lieu une indemnisation totale de 20 milliards d'euros.

Les dfis lis aux moteurs LEAP se traduiront par une augmentation du nombre d'avions au sol et un dficit de capacit

Selon nos recherches internes, le secteur de l'aviation exploite actuellement une flotte de 1397 avions A320neo quips 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 quips 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 rvision 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 entran un report impressionnant de la maintenance de 60 % des moteurs LEAP. En consquence, il y a dsormais un important dficit d'entretien sur 43 sites, entranant des temps d'attente de 9 10 mois pour la maintenance des moteurs. Cette situation pourrait potentiellement perturber les activits des compagnies ariennes.

L'interruption de la production et de la chane d'approvisionnement des fabricants d'quipements d'origine au cours de la priode 2023–2025 entranera un dficit de capacit aronautique

La pandmie de COVID–19 a eu un impact considrable sur l'industrie arospatiale. Les fabricants d'quipements d'origine (OEM en anglais) tels que Boeing et Airbus ont d faire face d'importantes perturbations dans leurs chanes de production et d'approvisionnement. En rponse au ralentissement conomique mondial et la baisse de la demande de transport arien, les quipementiers ont rduit leurs niveaux de production d'environ la moiti par rapport aux niveaux pr–Covid. Toutefois, cette situation a entran un dficit de capacit aronautique qui entrave les efforts de rtablissement de l'industrie.

Les rductions de production ont affect plus de 5 000 fournisseurs de la chane d'approvisionnement. Tous les fournisseurs ont d rduire leurs volumes pendant la pandmie. Par consquent, il devrait falloir entre deux ans et demi et quatre ans l'industrie arospatiale pour retrouver ses niveaux de production d'avant la pandmie de Covid. Cette priode de perturbation prolonge risque d'avoir des consquences importantes pour l'industrie et ses parties prenantes.

En 2020–2021, l'annulation des programmes de formation des pilotes combine aux dparts la retraite prvus ont provoqu une pnurie de pilotes en 2023–2024, ainsi qu'une augmentation rapide des cots pour les compagnies ariennes

Le secteur de l'aviation est confronte une demande constante de nouveaux pilotes, tant donn qu'environ 3 % des pilotes partent la retraite chaque anne. Cependant, la pandmie de COVID–19 a provoqu un recul important dans l'industrie, tous les programmes de formation de nouveaux pilotes ayant t soit reports, soit annuls.

Il y a donc maintenant une pnurie importante de pilotes, ce qui entrane une augmentation rapide des cots. On estime que l'industrie connatra une pnurie de 300 000 pilotes d'ici dix ans. Cette pnurie devrait crer d'importants dfis, en particulier en Inde, o l'on s'attend ce que la pnurie de pilotes soit la plus importante.

Difficults rserver des services d'entretien, de rparation et de rvision aprs la pandmie, en raison du report des services d'entretien qui taient programms

Un autre problme caus par la pandmie de COVID–19 est une accumulation importante des services d'entretien des appareils au niveau mondial. En raison de la rduction sans prcdent du transport arien et de l'immobilisation au sol de nombreux avions, la maintenance programme des appareils a t retarde ou reporte.

Nanmoins, alors que la demande de transport arien commence se rtablir et que les compagnies ariennes reprennent leurs activits plein rgime, rserver les services d'entretien, de rparation et de rvision ncessaires ces avions est un vritable dfi. De nombreuses compagnies ariennes constatent que les installations de services d'entretien fonctionnent dj plein rendement, ce qui entrane des temps d'attente longs et des perturbations potentielles pour les activits des compagnies ariennes. Cette accumulation des travaux d'entretien devrait persister pendant un certain temps, crant des obstacles aux efforts de rtablissement du secteur de l'aviation.

Difficult trouver des crneaux pour l'entretien des moteurs V2500 et RR en raison de la maintenance diffre.

Les compagnies ariennes qui exploitent des avions quips de moteurs V2500 et RR rencontrent galement des difficults pour programmer la maintenance de leurs moteurs en raison d'une forte demande et d'une disponibilit limite. Cela cre une situation difficile, en particulier pour les compagnies ariennes dont la flotte compte un nombre important de ce type d'avion.

Le manque de crneaux disponibles pour la maintenance de ces avions a contraint les compagnies ariennes immobiliser certains de leurs appareils, causant des perturbations de leurs activits et des pertes de revenus. Outre l'impact financier, la situation pose galement des problmes de scurit. En effet, les retards de maintenance peuvent compromettre la scurit et la fiabilit des moteurs, ce qui peut entraner des problmes plus importants l'avenir.

Les critres ESG pour une aviation plus respectueuse de l'environnement n'ont pas disparu moyen terme

La 41e assemble de l'Organisation de l'aviation civile internationale (OACI), qui s'est tenue Montral en octobre 2022, a marqu une tape importante dans l'engagement du secteur de l'aviation en faveur du dveloppement durable. L'assemble s'est engage atteindre un objectif ambitieux long terme pour parvenir des missions carbones neutres d'ici 2050. Cela a mis les questions d'environnement, de socit et de gouvernance (ESG) au premier plan de la conversation sur l'aviation durable.

Cet objectif ambitieux est un vritable dfi, mais a le potentiel d'encourager les compagnies ariennes acclrer le dveloppement et l'adoption de carburants plus cologiques ainsi que d'autres amliorations techniques pour dcarboniser les vols. Pour atteindre cet objectif long terme, un changement de mentalit important dans l'ensemble du secteur, des investissements dans la recherche et le dveloppement, et une collaboration entre les compagnies ariennes, les fabricants et les gouvernements seront ncessaires.

Aprs le Covid, les crances pour les pices dtaches, les services de maintenance, et la location d'avions auront pour consquence que certains appareils seront encore bloqus au sol, conduisant une demande de capacit

La situation difficile du secteur a pouss les compagnies ariennes s'endetter davantage pour financer divers aspects de leurs activits, tels que les pices dtaches, les services de maintenance et les locations d'appareils. Toutefois, l'augmentation de la dette existante du secteur pourrait avoir des consquences importantes. Certaines compagnies ariennes auront du mal rembourser leurs dettes, entranant potentiellement une rduction de leur capacit car elles seront contraintes d'immobiliser certains de leurs appareils ou de supprimer des trajets pour minimiser les cots.

Les donnes 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 ariens mondiaux ont vendu pour 63 milliards de dollars d'obligations et de prts depuis le dbut de l'anne.

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


GLOBENEWSWIRE (Distribution ID 1000810847)

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 operaes sustentveis tornou–se uma das principais motivaes das empresas de aviao nos ltimos anos. No entanto, esse setor dinmico enfrenta uma infinidade de desafios que podem impedir os esforos das empresas para aumentar a lucratividade Embora vrios fatores contribuam para as dificuldades do setor de aviao, alguns problemas importantes merecem ser destacados como os principais culpados.

As altas taxas de juros de mercado em dlares para companhias areas altamente alavancadas e afogadas em dvidas sero ainda mais altas

Nos ltimos anos, o setor de aviao experimentou uma queda significativa na demanda por viagens areas, resultando em muitas companhias areas enfrentando perdas financeiras. Para se manterem tona durante esse perodo, as companhias areas contraram mais dvidas. 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 areas.

Alm do impacto da pandemia no setor, outros fatores como o aumento dos custos dos combustveis e o aumento da concorrncia tambm contriburam para as dificuldades financeiras de muitas companhias areas. Esses fatores tornaram cada vez mais difcil para as companhias areas altamente alavancadas gerar lucros e pagar suas dvidas, levando a preocupaes sobre a sustentabilidade de seus modelos de negcios.

A combinao destes fatores levou a uma situao em que as companhias areas 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 prmios de seguro

O setor de aviao est se debatendo com o aumento dos custos de seguro devido ao agravamento dos riscos geopolticos. Isso altamente influenciado pelo fato de que, como declarado pelas principais companhias de seguros, cerca de 500 aeronaves alugadas a operadores russos permanecem presas na Rssia. As seguradoras esto enfrentando possveis problemas de confiabilidade devido situao incerta criada pela recusa do governo russo em liberar a aeronave.

Como resultado, as seguradoras esto lutando para avaliar o nvel de risco envolvido, levando a uma ampla gama de perdas potenciais estimadas em at US$ 30 bilhes, segundo fontes do setor. Essa incerteza deve elevar os prmios de seguro para as companhias areas, impactando o setor como um todo.

Os passageiros se lembraro de indenizaes por atrasos de voos, e isso afetar os custos no planejados das companhias areas

O Regulamento 261/2004 da UE prev uma indenizao para os passageiros que sofram atrasos, cancelamentos, overbooking ou recusa de embarque. Dependendo das circunstncias especficas e sob certas condies, os passageiros afetados podem ser elegveis para um pedido de indenizao 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 compensao era de 1,5% de todos os voos, com um valor mdio de indenizao de 375 por voo atrasado.

Em 2019, as companhias areas da UE transportaram um total de 1,12 bilhes de passageiros, com 1,7 milhes de voos sofrendo atrasos e resultando em um pagamento total de 6,3 bilhes em indenizaes. Atualmente, apenas 10% dos passageiros afetados apresentam reclamaes diretamente s companhias areas ou por meio de empresas de servios especializados, como Skycop ou Airhelp.

No entanto, espera–se que esse nmero aumente significativamente, j que aps a COVID–19 o setor enfrenta escassez de capacidade e outros desafios. Como resultado, o nmero de voos reclamveis que sofrem atrasos pode aumentar de 1,5% para 5%, potencialmente levando a um pagamento total de 20 bilhes em indenizaes.

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

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

No entanto, a paralisao de 16.000 aeronaves (o equivalente a 60% da frota total) em 2020–2021 levou a um impressionante adiamento de 60% da manuteno do motor LEAP. Consequentemente, h agora uma lacuna de manuteno significativa em 43 locais, resultando em tempos de espera de 9 a 10 meses para manuteno do motor, o que poderia interromper as operaes das companhias areas.

A produo de OEM e a cadeia de suprimentos interrompidas durante 2023–2025 causaro 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 interrupes significativas em suas cadeias de produo e suprimentos. Em resposta desacelerao econmica global e reduo da demanda por viagens areas, os OEMs reduziram seus nveis de produo aproximadamente pela metade em comparao com os nveis pr–COVID. Contudo, isso levou a uma escassez de capacidade de aeronaves, o que est dificultando os esforos de recuperao do setor.

Os cortes de produo afetaram mais de 5.000 fornecedores da cadeia de suprimentos, que tiveram que reduzir seus volumes durante a pandemia. Consequentemente, a recuperao do setor aeroespacial deve levar de 2,5 a 4 anos para retornar aos nveis de produo pr–COVID. Este perodo prolongado de interrupo provavelmente ter consequncias 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 rpido aumento nos custos para as companhias areas;

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

Consequentemente, h agora um problema significativo de escassez de pilotos, levando a rpidos aumentos de custos. Estima–se que o setor experimentar uma escassez de 300.000 pilotos dentro de uma dcada. Espera–se que essa escassez crie desafios significativos, particularmente na ndia, que deve ter a maior escassez de pilotos

Desafios para reservar vagas de MRO aps a COVID–19, j que eventos de manuteno programados foram adiados

Outro problema causado pela pandemia de COVID–19 um acmulo significativo de servios de MRO para aeronaves em todo o mundo. Como resultado da reduo sem precedentes nas viagens areas e da paralisao de muitas aeronaves, a manuteno programada foi atrasada ou adiada.

No entanto, medida que a demanda de viagens areas comea a se recuperar e as companhias areas retornam operao plena, surgiu o desafio de reservar vagas de MRO para realizar a manuteno necessria nessas aeronaves. Muitas companhias areas esto descobrindo que as instalaes de MRO j esto operando a plena capacidade, resultando em longos tempos de espera e possveis interrupes nas operaes das companhias areas Espera–se que esse acmulo de manuteno persista por algum tempo, criando obstculos aos esforos de recuperao do setor areo.

Desafio para encontrar vagas de manuteno de motores V2500 e RR devido manuteno adiada

As companhias areas que operam aeronaves com motores V2500 e RR tambm esto encontrando dificuldades para programar a manuteno de seus motores devido alta demanda e disponibilidade limitada. Isso criou uma situao desafiadora, especialmente para as companhias areas com grandes frotas de aeronaves desse tipo.

A falta de vagas de manuteno disponveis forou as companhias areas a paralisar algumas de suas aeronaves, levando a interrupes operacionais e perdas de receita. Alm do impacto financeiro, a situao tambm levanta preocupaes de segurana, pois o atraso na manuteno pode comprometer a segurana e a confiabilidade dos motores, podendo levar a problemas mais significativos no futuro.

Os requisitos ESG para uma aviao mais ecolgica no desapareceram no mdio prazo

A 41 Assembleia da Organizao da Aviao Civil Internacional (OACI), realizada em Montreal em outubro de 2022, foi um marco significativo para o compromisso do setor da aviao com a sustentabilidade. A assembleia se comprometeu com uma Meta Ambiciosa de Longo Prazo (LTAG) para alcanar emisses lquidas zero de CO2 at 2050, o que trouxe as questes de Meio Ambiente, Sociedade e Governana (ESG) para a vanguarda da conversa sobre aviao sustentvel.

A meta ambiciosa do LTAG desafiadora, mas tem o potencial de incentivar as companhias areas a acelerar o desenvolvimento e a adoo de combustveis de aviao mais ecolgicos e outras melhorias tcnicas para reduzir as emisses de carbono dos voos. Isso exigir uma mudana significativa na mentalidade de todo o setor, investimento em pesquisa e desenvolvimento e colaborao entre companhias areas, fabricantes e governos para alcanar o objetivo de longo prazo.

Aps a COVID–19, dvidas com peas de reposio, servios de MRO e leasing de aeronaves faro com que algumas aeronaves ainda fiquem paradas, o que causar demanda de capacidade

A situao complexa no setor levou as companhias areas a contrarem mais dvidas para financiar vrios aspectos de suas operaes, como peas de reposio, servios de MRO e leasing de aeronaves. No entanto, o aumento da dvida pendente para o setor pode ter implicaes significativas, com algumas companhias areas potencialmente lutando para pagar suas dvidas, o que pode resultar em uma reduo na capacidade, j que as companhias areas so foradas a paralisar algumas de suas aeronaves ou cortar rotas para minimizar os custos.

Dados internos mostram que a dvida pendente do setor saltou mais de 20% desde 2020, chegando a mais de US$ 300 bilhes. Para levantar capital, as transportadoras areas globais venderam US$ 63 bilhes em ttulos e emprstimos at agora neste ano.

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


GLOBENEWSWIRE (Distribution ID 1000810847)

Vorsitzender der Avia Solutions Group Gediminas Ziemelis: 10 große Herausforderungen für die Nachhaltigkeit der Passagierluftfahrt in den nächsten 3 Jahren

DUBLIN, Irland, May 18, 2023 (GLOBE NEWSWIRE) — Die Sicherstellung eines nachhaltigen Betriebs ist in den letzten Jahren zu einem der wichtigsten Faktoren fr Luftfahrtunternehmen geworden. Dennoch ist diese dynamische Branche mit einer Vielzahl von Herausforderungen konfrontiert, die die Bemhungen der Unternehmen um eine hhere Rentabilitt behindern knnen. Es gibt zwar mehrere Faktoren, die zu den Schwierigkeiten der Luftfahrtbranche beitragen, aber einige Schlsselthemen verdienen es, als Hauptverursacher hervorgehoben zu werden.

Die hohen Zinsen auf dem Markt in USD fr stark fremdfinanzierte und hoch verschuldete Fluggesellschaften werden noch hher sein

In den letzten Jahren hat die Luftfahrtbranche einen erheblichen Nachfragerckgang bei Flugreisen erlebt, was bei vielen Fluggesellschaften zu finanziellen Verlusten gefhrt hat. Um sich in dieser Zeit ber Wasser zu halten, haben die Fluggesellschaften zustzliche Schulden aufgenommen. Diese hhere Verschuldung hat jedoch zu einem hheren Risiko fr die Kreditgeber gefhrt, was zu hheren Marktzinsen fr die Fluggesellschaften fhrte.

Neben den Auswirkungen der Pandemie auf die Branche haben auch andere Faktoren wie steigende Treibstoffkosten und ein verstrkter Wettbewerb zu den finanziellen Schwierigkeiten vieler Fluggesellschaften beigetragen. Diese Faktoren haben es fr stark fremdfinanzierte Fluggesellschaften immer schwieriger gemacht, Gewinne zu erwirtschaften und ihre Schulden zu tilgen, was zu Bedenken hinsichtlich der Nachhaltigkeit ihrer Geschftsmodelle gefhrt hat.

Die Kombination dieser Faktoren hat dazu gefhrt, dass hoch verschuldete Fluggesellschaften jetzt mit noch hheren Marktzinsen konfrontiert sind, was ihre finanziellen Schwierigkeiten noch verschrfen kann.

Deutlich hhere Versicherungskosten "" die sich verschlechternden Kriegsrisiken knnten die Versicherungsprmien in die Hhe treiben

Die Luftfahrtbranche kmpft mit steigenden Versicherungskosten aufgrund zunehmender geopolitischer Risiken. Dies wird in hohem Mae durch die Tatsache beeinflusst, dass nach Angaben fhrender Versicherungsunternehmen rund 500 an russische Betreiber geleaste Flugzeuge in Russland festsitzen. Die Versicherer sehen sich aufgrund der unsicheren Situation, die durch die Weigerung der russischen Regierung, Flugzeuge freizugeben, entstanden ist, potenziellen Haftungsproblemen gegenber.

Infolgedessen fllt es den Versicherern schwer, die Hhe des Risikos einzuschtzen, was zu einer groen Bandbreite an potenziellen Verlusten fhrt, die nach Branchenangaben auf bis zu 30 Milliarden Dollar geschtzt werden. Diese Unsicherheit drfte die Versicherungsprmien fr Fluggesellschaften in die Hhe treiben, was sich auf die gesamte Branche auswirken wird.

Fluggste werden sich an Entschdigungen fr Flugversptungen erinnern, und das wird sich auf die ungeplanten Kosten der Fluggesellschaften auswirken

Die EU–Verordnung 261/2004 sieht Entschdigungen fr Fluggste vor, die von Versptungen, Annullierungen, berbuchungen oder Nichtbefrderung betroffen sind. Je nach den konkreten Umstnden und unter bestimmten Voraussetzungen knnen die betroffenen Passagiere Anspruch auf eine Entschdigung in Hhe von 250 bis 600 pro Person haben. Vor der COVID–19–Pandemie lag der Anteil der Flugversptungen in der EU, die unter die Entschdigungsregelung fielen, bei 1,5 % aller Flge, mit einem durchschnittlichen Entschdigungsbetrag von 375 pro versptetem Flug.

Im Jahr 2019 befrderten die Fluggesellschaften in der EU insgesamt 1,12 Milliarden Gste, wobei 1,7 Millionen Flge von Versptungen betroffen waren, was zu Entschdigungszahlungen in Hhe von insgesamt 6,3 Milliarden Euro fhrte. Nur 10 % der betroffenen Fluggste reichen derzeit Beschwerden direkt bei den Fluggesellschaften oder ber spezialisierte Dienstleistungsunternehmen wie Skycop oder Airhelp ein.

Es wird jedoch erwartet, dass diese Zahl deutlich steigen wird, da die Branche nach COVID–19 mit Kapazittsengpssen und anderen Herausforderungen konfrontiert ist. Infolgedessen knnte die Zahl der Flge, fr die Ansprche geltend gemacht werden, von 1,5 % auf 5 % steigen, was zu Entschdigungszahlungen in Hhe von insgesamt 20 Milliarden Euro fhren knnte.

Herausforderungen in Bezug auf LEAP–Triebwerke werden sich auf mehr Flugzeuge am Boden und Kapazittsengpsse auswirken

Nach unseren internen Recherchen betreibt die Luftfahrtbranche derzeit eine Flotte von 1397 A320neo–Flugzeugen mit LEAP–1A–Triebwerken, insgesamt 3080 Triebwerke mit einem Durchschnitt von 2,2 Triebwerken pro Flugzeug, und 1043 Boeing 737 MAX–Flugzeuge mit LEAP–1B–Triebwerken, insgesamt 2338 Triebwerke mit einem Durchschnitt von 2,2 Triebwerken pro Flugzeug. Fr die Wartung dieser Triebwerke gibt es weltweit 21 Standorte fr die berholung und Wartung von LEAP–1A und 22 Standorte fr LEAP–1B Triebwerke.

Da aber 16.000 Flugzeuge (das entspricht 60 % der gesamten Flotte) in den Jahren 2020–2021 am Boden geblieben sind, hat dies zu einer Verschiebung der LEAP–Triebwerkswartung um sage und schreibe 60 % gefhrt. Infolgedessen klafft nun an 43 Standorten eine erhebliche Wartungslcke, die zu Wartezeiten von 9–10 Monaten fr die Triebwerkswartung fhrt, was den Flugbetrieb potenziell stren knnte.

Unterbrechung der OEM–Produktion und der Lieferkette im Zeitraum 2023–2025 wird zu einer Verknappung der Flugzeugkapazitten fhren

Die COVID–19–Pandemie hat tiefgreifende Auswirkungen auf die Luft– und Raumfahrtbranche gehabt. Erstausrster (OEMs) wie Boeing und Airbus haben erhebliche Unterbrechungen in ihrer Produktions– und Lieferkette erlebt. Als Reaktion auf die weltweite Konjunkturabschwchung und die geringere Nachfrage nach Flugreisen haben die OEMs ihre Produktion im Vergleich zur Zeit vor der Einfhrung von COVID um etwa die Hlfte reduziert. Dies hat jedoch zu einer Verknappung der Flugzeugkapazitten gefhrt, was die Erholungsbemhungen der Branche behindert.

Von den Produktionskrzungen waren ber 5.000 Zulieferer in der Lieferkette betroffen, die alle whrend der Pandemie ihre Volumina reduzieren mussten. Folglich wird es voraussichtlich 2,5 bis 4 Jahre dauern, bis die Luft– und Raumfahrtbranche wieder das Produktionsniveau von vor COVID erreicht. Diese lngere Zeit der Unterbrechung wird wahrscheinlich erhebliche Folgen fr die Branche und ihre Interessengruppen haben.

In den Jahren 2020–2021 fhrten die Streichung von Pilotenkadettenprogrammen und geplante Pensionierungen zu einem Pilotenmangel in den Jahren 2023–2024 und zu einem rapiden Anstieg der Kosten fr die Fluggesellschaften

Die Luftfahrbranche hat einen stndigen Bedarf an neuen Piloten, da jhrlich etwa 3 % der Piloten in den Ruhestand gehen. Die COVID–19–Pandemie hat jedoch einen groen Rckschlag in der Branche verursacht, da alle Kadettenprogramme entweder verschoben oder abgesagt wurden.

Daher gibt es jetzt einen erheblichen Pilotenmangel, der zu einem raschen Kostenanstieg fhrt. Es wird geschtzt, dass der Branche innerhalb eines Jahrzehnts 300.000 Piloten fehlen werden. Dieser Mangel wird voraussichtlich zu erheblichen Herausforderungen fhren, insbesondere in Indien, wo der grte Mangel an Piloten erwartet wird.

Herausforderungen bei der Buchung von MRO–Slots nach COVID–19, da geplante Wartungsereignisse verschoben wurden

Ein weiteres Problem, das durch die COVID–19–Pandemie verursacht wurde, ist eine erhebliche Anhufung von MRO–Dienstleistungen fr Flugzeuge weltweit. Infolge des beispiellosen Rckgangs des Flugverkehrs und des Flugverbots fr viele Flugzeuge wurden geplante Wartungsarbeiten verschoben oder zurckgestellt.

Da sich die Nachfrage nach Flugreisen jedoch zu erholen beginnt und die Fluggesellschaften ihren Betrieb wieder in vollem Umfang aufnehmen, stellt sich die Herausforderung, MRO–Slots zu buchen, um die notwendigen Wartungsarbeiten an diesen Flugzeugen durchzufhren. Viele Fluggesellschaften stellen fest, dass die MRO–Einrichtungen bereits voll ausgelastet sind, was zu langen Wartezeiten und potenziellen Unterbrechungen des Flugbetriebs fhrt. Dieser Wartungsstau wird voraussichtlich noch einige Zeit andauern und die Erholungsbemhungen der Luftfahrtbranche behindern.

Schwierige Suche nach Pltzen fr die Wartung von V2500– und RR–Triebwerken aufgrund aufgeschobener Wartung

Fluggesellschaften, die Flugzeuge mit V2500– und RR–Triebwerken betreiben, haben aufgrund der hohen Nachfrage und der begrenzten Verfgbarkeit ebenfalls Schwierigkeiten bei der Planung von Wartungsarbeiten fr ihre Triebwerke. Dies hat eine schwierige Situation geschaffen, insbesondere fr Fluggesellschaften mit groen Flotten solcher Flugzeuge.

Der Mangel an verfgbaren Wartungsslots hat die Fluggesellschaften gezwungen, einige ihrer Flugzeuge am Boden zu lassen, was zu Betriebsstrungen und Umsatzeinbuen gefhrt hat. Neben den finanziellen Auswirkungen wirft die Situation auch Sicherheitsbedenken auf, da eine verzgerte Wartung die Sicherheit und Zuverlssigkeit der Triebwerke beeintrchtigen kann, was in der Zukunft zu greren Problemen fhren knnte.

ESG–Anforderungen fr eine umweltfreundlichere Luftfahrt sind mittelfristig nicht verschwunden

Die 41. Versammlung der Internationalen Zivilluftfahrt–Organisation (ICAO), die im Oktober 2022 in Montreal stattfand, markierte einen wichtigen Meilenstein fr das Engagement der Luftfahrtbranche im Bereich der Nachhaltigkeit. Die Versammlung verpflichtete sich zu einem langfristigen Ziel (Long Term Aspirational Goal, LTAG), um bis 2050 Netto–CO2–Emissionen zu erreichen, was die Themen Umwelt, Soziales und Unternehmensfhrung (ESG) in den Vordergrund des Gesprchs ber nachhaltigen Luftverkehr gerckt hat.

Das ehrgeizige LTAG–Ziel ist eine Herausforderung, aber es hat das Potenzial, die Fluggesellschaften zu ermutigen, die Entwicklung und Einfhrung umweltfreundlicherer Dsentreibstoffe und anderer technischer Verbesserungen zur Dekarbonisierung des Flugverkehrs zu beschleunigen. Dies erfordert ein erhebliches Umdenken in der gesamten Branche, Investitionen in Forschung und Entwicklung und die Zusammenarbeit zwischen Fluggesellschaften, Herstellern und Regierungen, um das langfristige Ziel zu erreichen.

Nach COVID–19 werden die Schulden fr Ersatzteile, MRO–Dienstleistungen und Flugzeugleasing dazu fhren, dass einige Flugzeuge weiterhin am Boden bleiben, was zu einer Kapazittsnachfrage fhren wird

Die schwierige Situation in der Branche hat die Fluggesellschaften dazu veranlasst, zustzliche Schulden aufzunehmen, um verschiedene Aspekte ihres Geschftsbetriebs zu finanzieren, z. B. Ersatzteile, MRO–Dienstleistungen und Flugzeugleasing. Der Anstieg der ausstehenden Schulden fr die Branche knnte jedoch erhebliche Auswirkungen haben, da einige Fluggesellschaften mglicherweise Schwierigkeiten haben werden, ihre Schulden zu begleichen. Dies knnte zu einem Kapazittsabbau fhren, da die Fluggesellschaften gezwungen sind, einige ihrer Flugzeuge am Boden zu lassen oder Strecken zu streichen, um die Kosten zu minimieren.

Insider–Daten zeigen, dass die ausstehenden Schulden der Branche seit 2020 um ber 20 % auf mehr als 300 Milliarden Dollar gestiegen sind. Um Kapital zu beschaffen, haben die globalen Fluggesellschaften in diesem Jahr bereits Anleihen und Kredite im Wert von 63 Milliarden Dollar verkauft.

Medienkontakt:
Silvija Jakiene
Chief Communications Officer
Avia Solutions Group
silvija.jakiene@aviasg.com
+370 671 22697


GLOBENEWSWIRE (Distribution ID 1000810847)

DelivApp, a Digital Food Ordering Platform Partners With Yango Delivery To Allow Restaurants To Deliver Faster

Tel Aviv, ISRAEL, May 18, 2023 (GLOBE NEWSWIRE) — As part of the collaboration, Yango's leading delivery app for optimizing deliveries and making them faster and cheaper with machine learning and AI integrates with DelivApp, an online order management platform for restaurant chains.

The integration is international and is available to all restaurants using DelivApp and Yango in Israel, Mexico, South Africa, Serbia, UAE, Turkey and other countries.

With the new partnership, merchants using DelivApp's SaaS platform can choose Yango fleet as a fulfillment option. This will allow them to dispatch their overflow or even all orders to Yango couriers.

The service is already fully functioning for Golda, the largest Israeli gelato franchise with more than 130 locations. DelivApp powers Golda's ordering and delivery experience, allowing its franchisees to deliver by themselves or with the help of delivery partners such as Yango.

Or Zeno–Rabid, CEO of Yango Delivery: “Our delivery system is based on advanced technologies that allow us to provide the best and the most advanced delivery service in Israel. We are happy to cooperate with DelivApp, another leading technology company, and together help many businesses offer fast and reliable deliveries. We believe that our cooperation will help more restaurants and chains become leaders in food delivery, just as Golda did."

"DelivApp is committed to giving restaurants technological means to establish their digital sales and delivery operations and to be able to do so even for locations that don't have their own fleets or experience courier shortage,” explains Yan Zagatsky, the CEO and co–founder of DelivApp. “We see Yango Delivery as a very reliable and affordable option which proves to work extremely well for our customers."

About DelivApp

DelivApp is a SaaS platform for managing on–demand food delivery. Headquartered in Israel, DelivApp serves restaurants and delivery fleets globally and provides them with a white–label ordering experience, loyalty program, merchant portal and app, dispatcher's dashboard, courier app, tracking functionality, access to external fulfillment options, and more.

About Yango Delivery

Yango Delivery provides advanced delivery solutions based on machine learning and AI technology for route optimization and courier selection. The company provides last mile services to businesses and other delivery companies.

About Golda

Golda is the largest Israeli ice–cream franchise chain, established in 2010. Golda operates more than 130 branches in Israel and is establishing its international presence.

Contacts

Katya Rozenoer
Mobile: +972545439934
Email: katya–r@delivapp.com


GLOBENEWSWIRE (Distribution ID 1000810799)

Impulse Dynamics Announces First Implant for CCM-D™ Clinical Trial

MARLTON, N.J., May 18, 2023 (GLOBE NEWSWIRE) — Impulse Dynamics plc, a global medical device company dedicated to improving the lives of people with heart failure, announced the completion of the first implantation for the INTEGRA–D clinical trial, designed to evaluate the safety and efficacy of two proven cardiac therapies combined "" CCM and an implantable cardioverter defibrillator (ICD) "" in a single device (CCM–D). The Optimizer IntegraTM CCM–D System delivers CCM therapy to improve quality of life and reduce heart failure symptoms, and ICD therapy to treat life–threatening arrhythmias that may cause sudden cardiac death. The investigational technology is rechargeable with long battery life, potentially reducing the need for replacement procedures.

The journey of a heart failure patient often involves debilitating symptoms and declining quality of life.

CCM therapy delivered by the Optimizer System improves quality of life and helps patients feel better. Patients indicated for CCM therapy may also be at a higher risk for arrythmias and sudden cardiac arrest and are therefore often offered an ICD to treat their heart for life–threatening arrythmias, should they occur. The INTEGRA–D trial is the first to evaluate the Optimizer Integra CCM–D System that combines both therapies into a single device, designed to last for many years.

"The first–in–the–world implant of this novel technology has potential to advance treatments for patients living with heart failure," said Niraj Varma, M.D., Ph.D., electrophysiologist at Cleveland Clinic and National Primary Investigator of the INTEGRA–D clinical trial. "The trial aims to study whether this device can protect heart failure patients from the risk of sudden cardiac death while also treating heart failure symptoms."

"We hope combining cardiac contractility modulation therapy and ICD therapy with prolonged battery life will reduce the number of leads and the number of procedures a patient may have to endure," said Bruce Wilkoff, M.D., Director of Cardiac Pacing and Tachyarrhythmia Devices at Cleveland Clinic and Principal Investigator of the INTEGRA–D trial. "The first implant went well, and we look forward to further studying this device."

The INTEGRA–D trial is a multicenter study of 300 subjects from 75 centers that will evaluate the combination of CCM and ICD therapy in a single device via the Optimizer Integra CCM–D System. The study will assess the performance of the CCM–D device in effectively treating episodes of ventricular tachycardia and/or ventricular fibrillation while also providing CCM treatment for heart failure. Patients enrolled in the study will receive the Optimizer Integra CCM–D System, and will be followed for at least two years.

"This clinical study is important in proving the potential benefit of combining CCM therapy, which improves quality of life in patients with heart failure, with gold–standard ICD technology that delivers lifesaving therapy for sudden cardiac death," said Nir Uriel, M.D., Director of Advanced Heart Failure and Cardiac Transplantation at New York–Presbyterian and National Co–Principal Investigator for the INTEGRA–D trial. Dr. Uriel is also a professor of cardiology at Columbia University Vagelos College of Physicians and Surgeons and an Adjunct Professor of Medicine in the Greenberg Division of Cardiology at Weill Cornell Medicine.

"Today's announcement is another example of our commitment to a continuous pace of innovation to build a comprehensive platform in interventional heart failure and help improve the lives of many patients that suffer from this debilitating disease," said Simos Kedikoglou, M.D., Chief Executive Officer of Impulse Dynamics. "We are proud to partner with physicians at leading centers around the world to conduct important research on this first–of–its–kind rechargeable combination device designed to address a major unmet need of a large patient group."

About the Optimizer Integra CCM–D System and CCM Therapy

The Optimizer Integra CCM–D System is an investigational device that combines CCM therapy and ICD therapy into one device. "Investigational" means that the study device is currently being tested. It is not approved by the U.S. Food and Drug Administration (FDA).

Impulse Dynamics currently offers the Optimizer system that is FDA–approved and CE–marked. The Optimizer system delivers CCM therapy "" the company's proprietary technology "" to the heart. CCM therapy has been designed by Impulse Dynamics to significantly improve the heart's contraction, allowing more oxygen–rich blood to be pushed out through the body. CCM therapy is indicated to improve the 6–minute hall walk, quality of life, and functional status of NYHA Class III heart failure patients who remain symptomatic despite guideline–directed medical therapy, are not indicated for CRT, and have a left ventricular ejection fraction ranging from 25 to 45 percent.

CCM is the brand name for cardiac contractility modulation "" a therapy that delivers non–excitatory electrical pulses from the implantable Optimizer device to improve heart contraction. CCM therapy sends unique electrical pulses to the heart cells during the absolute refractory period. In doing so, CCM helps the heart contract more forcibly. Impulse Dynamics has completed numerous clinical studies, including several randomized controlled trials, and CCM therapy has been published in more than 120 peer–reviewed journal articles.

About Impulse Dynamics

Impulse Dynamics is dedicated to advancing the treatment of heart failure for patients and the healthcare providers who care for them. The company pioneered its proprietary CCM therapy, which uses the Optimizer technology platform to improve quality of life in heart failure patients. CCM therapy is delivered through the Optimizer system, which includes an IPG implanted in a minimally invasive procedure and approved for commercial use in the United States and 44 countries worldwide. More than 9,000 patients have received the therapy as part of clinical trials and real–world use, where it is proven to be safe and effective for heart failure patients with debilitating symptoms who otherwise have few effective options available to them. To learn more, visit www.ImpulseDynamics.com, or follow the company on LinkedIn, Twitter, and Facebook.

Forward–looking Statements

This press release contains forward–looking statements. All statements other than statements of historical facts contained in this press release are forward–looking statements. In some cases, you can identify forward–looking statements by terms such as ""may,'' ""will,'' ""should,'' ""expect,'' ""plan,'' ""anticipate,'' ""could,'' ""intend,'' ""target,'' ""project,'' ""contemplate,'' ""believe,'' ""estimate,'' ""predict,'' ""potential'' or ""continue'' or the negative of these terms or other similar expressions, although not all forward–looking statements contain these words. Forward–looking statements include, but are not limited to, statements concerning potential benefits of CCM therapy, and CCM therapy combined with an ICD delivered via a single device (CCM–D), and the absence of risks associated therewith; the ability for CCM therapy and our products to fill a significant unmet medical need for patients with heart failure; and the short–term and long–term benefits of the Optimizer Integra CCM–D System and CCM therapy in patients with heart failure, as well as to the physicians treating those patients. These forward–looking statements are based on management's current expectations and involve known and unknown risks and uncertainties that may cause our actual results, performance or achievements to be materially different from any future results, performance or achievements expressed or implied by the forward–looking statements. Other important factors that could cause actual results, performance or achievements to differ materially from those contemplated in this press release include, without limitation: the company's future research and development costs, capital requirements and the company's needs for additional financing; commercial success and market acceptance of CCM therapy; the company's ability to achieve and maintain adequate levels of coverage or reimbursement for Optimizer systems or any future products the company may seek to commercialize; competitive companies and technologies in the industry; the company's ability to expand its indications and develop and commercialize additional products and enhancements to its current products; the company's business model and strategic plans for its products, technologies and business, including its implementation thereof; the company's ability to expand, manage and maintain its direct sales and marketing organization; the company's ability to commercialize or obtain regulatory approvals for CCM therapy and its products, or the effect of delays in commercializing or obtaining regulatory approvals; FDA or other U.S. or foreign regulatory actions affecting us or the healthcare industry generally, including healthcare reform measures in the United States and international markets; the timing or likelihood of regulatory filings and approvals; and the company's ability to establish and maintain intellectual property protection for CCM therapy and products or avoid claims of infringement. The company does not undertake any obligation to update forward–looking statements and expressly disclaims any obligation or undertaking to release publicly any updates or revisions to any forward–looking statements contained herein. These forward–looking statements should not be relied upon as representing the company's views as of any date subsequent to the date of this press release.

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GLOBENEWSWIRE (Distribution ID 8841961)

Nothing Beats Bushmeat, Not Even the Risk of Disease

Freshly slaughtered bush meat is being consumed even though it may have health risks.

Freshly slaughtered bush meat is being consumed even though it may have health risks.

By Busani Bafana
BULAWAYO, May 18 2023 – Meat from wild animals is relished across Africa and widely traded, but scientists are warning that eating bush meat is a potential health risk, especially in the wake of pandemics like COVID-19.

A study at the border settlements of Kenya and Tanzania has found that while people have been aware of the risks associated with eating bushmeat, especially after the COVID-19 outbreak, they don’t worry about hunting and eating wild animals that could transmit diseases.

On the contrary, the demand for bushmeat has increased, the 2023 study by the International Livestock Research Institute (ILRI) and TRAFFIC and other partners found.

No Beef With Bushmeat

Bushmeat is a collective term for meat derived from wild mammals, reptiles, amphibians, and birds that live in the jungle, savannah, or wetlands. Bushmeat comes from a variety of wild animals, including monkeys, pangolins, snakes, porcupines, antelopes, elephants, and giraffes.

The study — the first ever to look at disease risk perceptions of wild meat activities in rural communities in East Africa — was conducted in December 2021, and 299 people were interviewed in communities on the Kenya-Tanzania border.

Key findings of the study revealed that levels of education played a critical role in understanding zoonotic disease transmission; a majority of the people interviewed who had higher levels of education were more aware of the risks of disease transmission.

Nearly 80 percent of the respondents had learned about COVID-19 from mass media sources, but this did not impact their levels of wild meat consumption. Some even reported increased consumption. Hoofed animals, such as antelopes, gazelles and deer, were found to be the most consumed species, followed by birds, rodents and shrews.

Scientist and lead study author at ILRI, Ekta Patel, commented that it was important to commence the study in Kenya given the limited information on both rural and urban demand for wild meat and the potential risks associated with zoonotic diseases. The Kenya-Tanzania border is a known hotspot for wild meat consumption.

Zoonotic diseases are those that originate in animals — be they tamed or wild — that then mutate and ‘spill over’ into human populations.  Two-thirds of infectious diseases, from HIV/AIDS, which are believed to have originated in chimpanzee populations in early 20th century Central Africa, to COVID-19, believed to have originated from an as-yet undetermined animal in 2019, come from animals.

Confirming that there is no COVID health risk of consuming wild meat, Patel said that given the COVID-19 pandemic, which is thought to originate from wildlife, the study was investigating if the general public was aware of health risks associated with frequent interactions with wildlife.

Patel said some of these risks of eating bush meat include coming into contact with zoonotic pathogens, which can make the handler unwell. Other concerns are linked to not cooking meats well, resulting in foodborne illnesses.

“The big worry is in zoonotic disease risks associated with wild meat activities such as hunting, skinning and consuming,” Patel told IPS.

Africa is facing a growing risk of outbreaks caused by zoonotic pathogens, according to the World Health Organisation (WHO). The global health body reported a 63% increase in zoonotic outbreaks in the region from 2012-2022 compared to 2001-2011.

Control or Ban?

Scientists estimate that 70 percent of emerging infectious diseases originated from animals, and 60 percent of the existing infectious disease are zoonotic. For example, Ebola outbreaks in the Congo basin have been traced back to hunters exposed to ape carcasses.  She called for governments to implement policies to control zoonotic disease transmission risks through community engagements to change behaviour.

The study, while representative of the small sample, offered valuable insights about bushmeat consumption trends happening across Africa, where bushmeat is many times on the menu, says Martin Andimile, co-author of the study and Research Manager at the global wildlife trade monitoring network TRAFFIC.

Pointing to the need to improve hygiene and standards of informal markets while at the same time providing communities with alternative protein sources, Andimile believes bushmeat consumption should be paused, citing the difficulty of regulating this source of meat.

“I think people in Africa have other options to get meat besides wild meat although some advocate that they get meat from the wild because of cultural reasons and that it is a delicacy, government systems cannot control the legal exploitation of wildlife,” Andimile told IPS. “I think bushmeat consumption should be stopped until there is a proper way of regulating it.”

Andimile said while some regulation could be enforced where the population of species are healthy enough for commercial culling to give communities bushmeat, growing human populations will impact the offtake of species from the wild.

“Bushmeat consumption is impacting species as some households consume bushmeat on a daily basis, and it is broadly obtained illegally (and is) cheaper than domestic meat,” Andimile told IPS.

Maybe regulation could keep bushmeat on the menu for communities instead of banning it, independent experts argue.

“Wild meat harvesting and consumption should not be banned as this goes against the role of sustainable use in area-based conservation as made clear by recent CBD COP15 decisions,” Francis Vorhies, a member of the International Union for Conservation of Nature (IUCN) Sustainable Use and Livelihoods Specialist Group (SULi), says.  He called for an enabling environment for sustainable and inclusive wild meat harvesting, which means better regulations and voluntary standards such as developing a FairWild-like standard for harvesting wild animals.

Another expert, Rogers Lubilo, also a member of the IUCN SULi, concurs that bushmeat consumption should not be banned because it is a major source of protein. He argued that local communities who live side-by-side with wildlife would like to access bushmeat like they used to before, but the current policies across many sites incriminate bushmeat when acquired from illegal sources.

“There is a need to invest in opportunities that will encourage access to legal bushmeat,” Lubilo said. “The trade is big and lucrative, and if harnessed properly with good policies and the ability to monitor, would be part of the broadened wildlife economy.”

Eating Species to Extinction

There is some evidence that the consumption of bushmeat is impacting the species’ population, raising fears that without corrective action, people will eat wildlife to extinction.

The IUCN has warned that bushmeat consumption and trade have driven many species closer to extinction, calling for its regulation. Hunting and trapping are listed as a threat to 4,658 terrestrial species on the IUCN Red List of Threatened Species, including 1,194 species in Africa.

At least 5 million tons of bushmeat are trafficked every year in Central Africa. Africa is expected to lose 50 percent of its bird and mammal species by the turn of the century, says  Eric Nana, a member of the IUCN SULi.

Nana notes that bushmeat trafficking from Africa into European countries like France, Switzerland, Belgium and the UK remains a largely understudied channel. He said estimates show that more than 1,000 tons are trafficked yearly.

“Much of the reptile-based bushmeat trade in Africa is technically illegal, poorly regulated, and little understood,” Patrick Aust, also a member of IUCN SULi, said, adding that reptiles form an important part of the bushmeat trade in Africa and further research is urgently needed to better understand conservation impacts and socioeconomic importance.

IPS UN Bureau Report

 


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