July 2023 – Angola Newswire

July 31, 2023

WATKINS WELLNESS EXPANDS INTO SAUNA CATEGORY THROUGH THE ACQUISITION OF SAUNA360

Vista, California, July 31, 2023 (GLOBE NEWSWIRE) — Watkins Wellness, a leader in hot tubs and aquatic fitness systems, today announced the expansion of its portfolio of personal well-being products and entry into the sauna category as a result of the pending acquisition of Sauna360 Group Oy (“Sauna360”) by Watkins Wellness’ parent company, Masco Corporation. Sauna360 is a leading global manufacturer of sauna solutions, and its portfolio of products includes traditional, infrared, and wood-burning saunas as well as steam showers, rooms and generators. These products are sold primarily in the United States, Europe and throughout the rest of the world under the Tylö, Helo, Kastor, Finnleo, and Amerec brands. The transaction is expected to close in the third quarter, subject to regulatory approval.

“We are thrilled to welcome Sauna360 to our organization and to expand our portfolio of industry-leading products aimed at promoting wellness and helping our customers feel good and live well!” said Vijaikrishna (VJ) Teenarsipur, President of Watkins Wellness. “Sauna360 brings a wealth of industry knowledge and expertise to our business. We look forward to leveraging the synergies between our businesses, which will allow us to better serve our dealer partners, consumers and, ultimately, the growing wellness market.”

“I am very pleased for Sauna360 to become part of Watkins Wellness. Sauna360’s business has grown in recent years, and becoming part of Watkins Wellness will further strengthen our capability and ambition to be a leading sauna player. The dealer distribution strategy, common focus on wellness and similar company cultures make this a true strategic fit,” said Pekka Lettijeff, President & CEO of Sauna360 Group.

Founded in 2008 as a merger between two leading sauna companies, Helo and Tylö, Sauna360 brings decades of industry knowledge and experience resulting from a strong history, with Helo’s origin dating back to 1919 and Tylö’s to 1949. The company is headquartered in Finland and has approximately 180 employees located in Finland, Sweden, the United States, and England.

About Watkins Wellness

Watkins Wellness, established in 1977 in Vista, California, is dedicated to promoting wellness to consumers to help them feel good and live well. The company’s growing portfolio of well-being products for at-home use provides multiple pathways to wellness. Our portfolio of brands includes Hot Spring® Spas, Caldera® Spas, Freeflow® Spas, Fantasy® Spas, and Endless Pools® Fitness Systems, sold predominantly through a specialty dealer network of more than 1,000 dealer partners located in 70+ countries. Watkins Wellness is a wholly owned subsidiary of Masco Corporation (NYSE: MAS).

About Masco Corporation

Headquartered in Livonia, Michigan, Masco Corporation is a global leader in the design, manufacture and distribution of branded home improvement and building products. Our portfolio of industry-leading brands includes BEHR^® paint; Delta^® and Hansgrohe^® faucets, bath and shower fixtures; and Hot Spring^® Spas. We leverage our powerful brands across product categories, sales channels, and geographies to create value for our customers and shareholders. For more information about Masco Corporation, visit www.masco.com.

Safe Harbor Statement

Watkins Wellness is a subsidiary of Masco Corporation. As such, this press release contains statements that reflect views about Masco Corporation’s future performance and constitute “forward-looking statements” under the Private Securities Litigation Reform Act of 1995. Forward-looking statements can be identified by words such as “outlook,” “believe,” “anticipate,” “appear,” “may,” “will,” “should,” “intend,” “plan,” “estimate,” “assume,” “seek,” “forecast,” and similar references to future periods. These views about future performance involve risks and uncertainties that are difficult to predict and, accordingly, Masco Corporation’s actual results may differ materially from the results discussed in these forward-looking statements. We caution you against relying on any of these forward-looking statements.

Risks and uncertainties include, among other things, the expected closing of the Sauna360 transaction and the expected benefits and synergies of the acquisition, including the expected impact on future financial and operating results and post-acquisition plans and intentions. Masco Corporation’s future performance may also be affected by the levels of residential repair and remodel activity, and to a lesser extent, new home construction, the ability to maintain strong brands and to develop innovative products, the ability to maintain its public reputation, the ability to maintain its competitive position in its industries, reliance on key customers, the cost and availability of materials, dependence on suppliers and service providers, extreme weather events and changes in climate, risks associated with international operations and global strategies, the ability to achieve the anticipated benefits of its strategic initiatives, the ability to successfully execute its acquisition strategy and integrate businesses that it has acquired and may in the future acquire, the ability to attract, develop and retain a talented and diverse workforce, risks associated with cybersecurity vulnerabilities, threats and attacks, risks associated with reliance on information systems and technology and the impact of the ongoing COVID-19 pandemic on its business and operations. These and other factors are discussed in detail in Item 1A. “Risk Factors” in Masco Corporation’s most recent Annual Report on Form 10-K, as well as in Masco Corporation’s Quarterly Reports on Form 10-Q and in other filings it makes with the Securities and Exchange Commission. The forward-looking statement in this press release speaks only as of the date of this press release. Factors or events that could cause Masco Corporation’s actual results to differ may emerge from time to time, and it is not possible to predict all of them. Unless required by law, Masco Corporation undertakes no obligation to update publicly any forward-looking statements as a result of new information, future events or otherwise.

Attachment

Watkins Wellness, a leader in hot tubs and aquatic fitness systems.

Krista Hydar
Watkins Wellness
760-814-0630
Krista.Hydar@watkinsmfg.com

GlobeNewswire Distribution ID 8883225

July 31, 2023

Les défis liés aux avions de fret neufs par rapport aux P2F, selon Gediminas Ziemelis, président du groupe Avia Solutions

DUBLIN, Irlande, 30 juill. 2023 (GLOBE NEWSWIRE) — Les années de pandémie ont généré des revenus records grâce au fret aérien. Avec une offre limitée en raison de l’immobilisation des avions de transport de passagers et une demande en hausse grâce à l’essor du commerce électronique, les prix par kilogramme de fret ont grimpé en flèche. Selon les chiffres du TAC Yields publié par le Trade and Transport Group, en 2019 le fret aérien depuis Hong Kong vers l’Amérique du Nord coûtait 3,80 $/kg tandis que le prix depuis l’Europe vers l’Amérique du Nord était de 2,10 $/kg. En 2022, ces mêmes services coûtaient respectivement 9,00 $/kg et 4,50 $/kg.

Sans surprise, cette situation a transformé la position des fournisseurs de fret aérien. Les revenus du fret ont plus que doublé, passant de 100 milliards de dollars en 2019 à 210 milliards de dollars en 2021 (selon les chiffres de l’IATA), tandis que les revenus du transport de passagers ont chuté de 607 milliards de dollars par an pour tomber à 239 milliards de dollars. Le chiffre d’affaires annuel de Cargolux est passé de 2,2 milliards de dollars à 5,1 milliards de dollars au cours de la pandémie, et Silkway a plus que doublé son chiffre d’affaires et a vu sa marge passer de -10 % à +30 %. Ces énormes gains, ainsi que le potentiel à long terme du commerce électronique (qui a conduit Airbus et Boeing à émettre des prévisions optimistes pour la croissance du fret aérien), ont conduit de nombreuses compagnies aériennes à se concentrer davantage sur le fret.

Cependant, l’augmentation de la capacité en soute a entraîné une nouvelle chute brutale des prix du fret. L’IATA prévoit que le rendement du fret en glissement annuel chutera de 28,6 % cette année. Cela signifie que le fret aérien, un secteur notoirement cyclique, entre à nouveau dans une période de turbulences. C’est dans ce contexte que les compagnies aériennes décident d’acheter ou non de nouveaux avions de fret.

Avions de fret neufs vs. conversions d’avions de transport de passagers en avions de fret

Les compagnies aériennes et les fournisseurs de fret aérien poursuivent des stratégies différentes lorsqu’il s’agit de renforcer leurs flottes de fret. Selon le dernier rapport de KPMG, l’année dernière, 35 commandes ont été passées pour de nouveaux avions 777-200F, 33 pour de nouveaux 777-8F, tandis que 20 fournisseurs ont acheté de nouveaux A350F. Ces commandes ont été passées à la fois par des fournisseurs de fret aérien dédiés (Cargolux, Silkway West, DHL, FedEx) et par des compagnies aériennes (Lufthansa Cargo, Qatar, Air Canada, China Airlines, EVA, Air France, Etihad, SIA et Western Global). Pendant ce temps, les conversions annuelles d’avions de transport de passagers en avions de fret (P-to-F) ont atteint des sommets historiques avec un volume estimé à 180 par an d’ici 2025, pour ensuite se stabiliser à environ 160 avions par an. Cette évolution est à mettre en regard des 70 unités par an avant la pandémie de COVID-19.

Un certain nombre de facteurs influent sur le choix d’acheter des avions de transport de fret neufs ou des avions de fret issus de conversions P-to-F. Naturellement, le coût représente un facteur majeur dont le calcul prend en compte des variables telles que le nombre total de commandes, la consommation de carburant et la maintenance, ainsi que les coûts de production initiaux. Les délais de production constituent un autre facteur clé, tout comme le volume de fret et la flexibilité.

Facteur 1 : Coûts de location

Il existe une différence considérable entre les coûts de base des avions de fret neufs et ceux des avions de fret issus d’une conversion. Le prix initial d’un tout nouveau 777-200F ou A350F est d’environ 170 à 185 millions de dollars, soit un taux de location mensuel compris entre 1,2 et 1,3 million de dollars. En regardant le carnet de commandes des compagnies aériennes qui ont effectué des achats l’année dernière, la majorité de celles-ci ont un nombre important de ces types d’avions dans leur flotte, en particulier les transporteurs mixtes. Dans ces cas, il est fort probable que le coût d’achat réel ait été bien inférieur à la fourchette de 170 à 185 millions de dollars. Les économies d’échelle positives seront également un facteur de maintien des coûts à un niveau minimum pour ces compagnies aériennes. Néanmoins, malgré ces économies, elles continueront d’envisager des taux de location mensuels de 1 million de dollars.

En revanche, la location d’un 777-300 issu d’une conversion P-to-F coûtera 0,6 million de dollars par mois, soit environ 65 millions de dollars pour l’achat ferme. Cet avion est susceptible de bien soutenir la comparaison avec ses rivaux de production, mais à une fraction du coût.

Facteur 2 : MRO et coûts d’exploitation

Les compagnies aériennes réaliseront des économies sur les P-to-F en matière de MRO. Avec l’accès au marché de l’occasion pour les pièces, l’entretien de ces avions sera considérablement moins coûteux que le maintien en service d’avions neufs.

Naturellement, outre les économies de coûts, l’accès aux pièces d’occasion peut également accélérer et simplifier le processus de maintenance pour les compagnies aériennes.

La consommation de carburant est un autre facteur à prendre en considération. Historiquement, nous avons constaté des améliorations significatives en matière de consommation de carburant lorsque des avions neufs sont mis en service. Lorsque le 777F a été introduit en remplacement du 747-400F, sa consommation de carburant de 6 800 kg/h représentait une amélioration considérable par rapport aux 10 230 kg/h consommés par le 747-400F. Cependant, avec les nouveaux 777X et A350, il est peu probable que des améliorations de la consommation de carburant correspondent à la réduction de 30 % observée en passant du 747-400F au 777F. Une évolution de l’ordre de 10 % à 15 % représente le maximum auquel nous pouvons raisonnablement nous attendre.

Dans l’ensemble, bien qu’une amélioration de la consommation de carburant et (dans certains cas) des économies d’échelle puissent atténuer le coup financier de l’achat d’un avion de fret neuf, en termes de coûts, les avions issus d’une conversion P-to-F représentent une option beaucoup plus attrayante.

Facteur 3 : Volume de livraison et flexibilité

Les nouveaux avions de transport de fret peuvent potentiellement offrir des avantages en termes de capacité de livraison et de flexibilité. Le chargement du nez en particulier offre un avantage considérable. Il permet en effet aux aéronefs de livrer des marchandises surdimensionnées telles que de gros générateurs, des moteurs, des camions et des technologies spécialisées. Fondamentalement, cette cargaison hors gabarit est lucrative, car elle offre une rentabilité plus élevée que les livraisons de palettes de taille normale.

Cependant, les nouveaux avions de fret en cours de production tels que le 777X et l’A350F ne proposent pas de chargement par le nez. Cela uniformise les règles du jeu quant aux avantages liés à un avion de fret dédié par rapport à un avion de fret issu d’une conversion, car les deux sont désormais limités à un fret capable de passer par leurs portes latérales.

Comment les avions issus d’une conversion s’en sortent-ils en termes de volume, de coefficient de remplissage et de charge utile brute ? Considérons le 777-300ERCF par rapport au 777F (qui représente actuellement la moitié de la grande flotte mondiale d’avions de fret) en utilisant les données issues d’un comparatif effectué en 2022 par Aircraft Commerce.

Alors que le 777F offre une charge utile globale plus importante de 106,6 tonnes métriques, en termes de volume, le 777-300ERCF surpasse confortablement le 777F. Le 777-300ERCF offre près de 6 000 pieds cubes de plus en termes de volume total que le 777F (28 739 pieds cubes contre 22 971). Le revenu par charge utile est également considérablement plus élevé. À 6,5 livres, il est de 186 804 pieds cubes, et à 7,5 livres, il est de 190 900 pieds cubes, ce qui est à comparer aux 149 312 pieds cubes et aux 172 283 pieds cubes du 777F respectivement. Une remarque importante s’impose néanmoins à propos de ce comparatif : c’est le volume, et non la charge utile brute, qui compte le plus dans les opérations express de commerce électronique, lesquelles sont susceptibles d’être un important moteur de croissance à l’avenir. Dans ce domaine, le 777-300ERCF offre un net avantage.

Eviter le piège des achats d’avions de fret neufs

Airbus estime que 1 040 avions de fret supplémentaires devront être ajoutés à la flotte mondiale de fret d’ici 2041 – les prévisions de Boeing sont encore plus confiantes. L’achat d’avions de fret neufs dans le but de répondre à ce besoin comporte cependant des risques importants pour les compagnies aériennes. Les prix du fret ayant fortement baissé, l’investissement CAPEX dans un A350 ou 777F neuf représente un investissement financier massif à un moment où les prix chutent rapidement. Le fait d’investir massivement dans un avion de fret neuf à 185 millions de dollars pièce aurait pu avoir du sens en 2021 lorsque les prix du fret aérien étaient à des niveaux records. Cependant, en 2023, cette démarche ne représente plus une politique prudente.

De plus, il y a peu à gagner en termes de performance et de capacité en achetant un avion de fret neuf. Les avions de fret issus de conversions P-to-F sont capables de se mesurer aux avions de fret neufs en termes de volume, et ils présentent des avantages notables en matière de maintenance et de production.

En fin de compte, les avions de fret issus de conversions représentent un risque financier beaucoup plus faible tout en permettant ainsi aux compagnies aériennes d’augmenter durablement leur capacité de fret aérien. C’est pourquoi nous constatons une croissance importante des avions issus de conversions P-to-F, tandis que les livraisons d’avions de fret neufs stagnent. À juste titre, de nombreuses compagnies aériennes ne sont pas disposées à assumer le risque financier d’un avion neuf alors que les prix chutent, et y voient peu d’avantages par rapport aux avions de passagers réhabilités.

À propos de Gediminas Ziemelis

Gediminas Ziemelis (né le 4 avril 1977) est un entrepreneur lituanien accompli, consultant en affaires, fondateur et actuel président du conseil d’administration d’Avia Solutions Group, l’un des plus grands fournisseurs mondiaux d’ACMI (services d’aéronefs, d’équipage, de maintenance et d’assurance), qui exploite une flotte de 180 aéronefs. Il a été sélectionné deux fois parmi les 40 jeunes leaders les plus talentueux de l’industrie par Aviation Week & Space Technology.

Gediminas est connu pour son esprit cosmopolite et ses compétences exceptionnelles en matière de gestion, qui ont contribué à son succès dans divers domaines d’activité. Au cours de ses 26 ans de carrière, Gediminas a fondé plus de 100 start-ups, dont 50 % sont toujours en activité, il a dirigé des entreprises à travers quatre processus réussis d’introduction en bourse/offre publique sur le marché secondaire, et a levé plus de 800 millions d’euros sur les marchés publics mondiaux des capitaux et des obligations.

En décembre 2022, Gediminas Ziemelis a été identifié par TOP Magazine comme le Lituanien le plus riche dont les actifs sont estimés à 1,68 milliard d’euros.

Gediminas est le plus grand donateur de Rimantas Kaukenas Support Group, un fonds de bienfaisance et de soutien qui apporte de l’aide aux enfants atteints de maladies oncologiques et à leurs familles. Il est également le principal actionnaire du premier club de basket-ball, les Wolves.

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

GlobeNewswire Distribution ID 1000832339

July 31, 2023

Presidente do Avia Solutions Group, Gediminas Ziemelis: O desafio entre os cargueiros de fábrica e as aeronaves de passageiros convertidas em cargueiros (P2F)

DUBLIN, Irlanda, July 30, 2023 (GLOBE NEWSWIRE) — Os anos de pandemia trouxeram receitas sem precedentes do transporte aéreo de cargas. Com a oferta limitada devido à paralisação dos aviões de passageiros e a demanda em alta graças ao crescimento do comércio eletrônico, os preços por quilograma de carga dispararam. De acordo com os números do TAC Yields do Trade and Transport Group, em 2019, o frete aéreo de Hong Kong para a América do Norte custou US$ 3,80/kg, enquanto o preço da Europa para a América do Norte foi de US$ 2,10/kg. Já em 2022, esses mesmos serviços custavam US$ 9,00/kg e US$ 4,50/kg, respectivamente.

Como era de se esperar, essa situação alterou a posição dos transportadores de carga aérea. A receita com cargas mais que dobrou, passando de US$ 100 bilhões em 2019 para US$ 210 em 2021 (esses são os números da IATA), enquanto a receita com passageiros despencou de US$ 607 bilhões anuais para US$ 239 bilhões. A receita anual da Cargolux cresceu de US$ 2,2 bilhões para US$ 5,1 bilhões durante a pandemia, e a Silkway mais do que dobrou sua receita e registrou um aumento em sua margem de -10% para +30%. Esses ganhos imensos, além do potencial de longo prazo do comércio eletrônico (que levou a Airbus e a Boeing a fazer previsões otimistas para o crescimento do transporte aéreo de cargas), levaram muitas companhias aéreas a se concentrarem mais no transporte de cargas.

No entanto, o aumento da capacidade de carga fez com que os preços do frete caíssem vertiginosamente uma vez mais. A IATA prevê que os rendimentos anuais de carga cairão 28,6% este ano. Isso significa que o transporte aéreo de cargas, um setor notoriamente cíclico, está mais uma vez entrando em um período de turbulência. Esse é o contexto em que as companhias aéreas estão decidindo se comprarão novos aviões de carga.

Novos cargueiros versus conversão das aeronaves de passageiros em cargueiros

As companhias aéreas e os transportadores de carga aérea estão adotando estratégias diferentes na hora de aumentar suas frotas de cargueiros. De acordo com o último relatório da KPMG, no ano passado, foram feitas 35 encomendas de novas aeronaves 777-200F, 33 encomendas de novos 777-8Fs e 20 fornecedores compraram novos A350Fs. Estas encomendas foram feitas tanto por operadoras de carga aérea dedicadas (Cargolux, Silkway West, DHL, FedEx) quanto por companhias aéreas (Lufthansa Cargo, Qatar, Air Canada, China Airlines, EVA, Air France, Etihad, SIA e Western Global). Enquanto isso, as conversões anuais de aeronaves de passageiros para cargueiros (P2F) atingiram recordes históricos, com um volume estimado em 180 aeronaves por ano até 2025, para, então, se estabilizar em cerca de 160 aeronaves por ano. Isso se compara com 70 unidades por ano antes da pandemia da COVID-19.

Vários fatores estão afetando a escolha de comprar cargueiros novos ou fazer conversões de aeronaves de passageiros em cargueiros. Naturalmente, o custo é um dos fatores mais importantes, levando em conta variáveis como número total de encomendas, consumo de combustível e manutenção, assim como os custos iniciais de produção. Os prazos de entrega de produção são outro fator importante, assim como o volume e a flexibilidade da carga.

Fator 1: Custos de leasing

Há uma enorme diferença nos custos iniciais para cargueiros novos em relação aos cargueiros convertidos. O preço inicial de um 777-200F ou A350F novinho em folha é de, aproximadamente, US$ 170 a US$ 185 milhões, ou uma taxa de leasing mensal entre US$ 1,2 e US$ 1,3 milhão. Analisando a carteira de encomendas das empresas que fizeram compras no ano passado, a maioria dessas companhias aéreas têm uma quantidade significativa destes tipos de aeronaves em sua frota, especialmente as de carga combinada. Nestes casos, é muito provável que o custo real da compra tenha sido muito menor do que a faixa de US$ 170 a US$ 185 milhões. Economias positivas de escala também serão um diferencial para manter os custos baixos para essas companhias aéreas. Mesmo assim, apesar dessa economia, elas ainda terão que arcar com taxas de leasing mensais da ordem de US$ 1 milhão.

Por outro lado, o leasing de uma conversão de 777-300 de passageiros para carga custará US$ 0,6 milhão por mês, ou cerca de US$ 65 milhões para a aquisição definitiva. É provável que essa aeronave se equipare bem a seus rivais originais de fábrica, porém, por uma fração do custo.

Fator 2: MRO e custos operacionais

As companhias aéreas economizarão nas conversões P2Fs com relação a MRO (manutenção, reparo e operações). Com acesso ao mercado de peças de segunda mão, a manutenção dessas aeronaves será consideravelmente mais barata do que manter aviões novos em operação.

Naturalmente, além da economia de custos, o acesso a peças de segunda mão também pode acelerar e simplificar o processo de manutenção para as companhias aéreas.

O consumo de combustível é outra questão a considerar. Historicamente, temos visto melhorias significativas no consumo de combustível quando novas aeronaves entram em operação. Quando a 777F foi apresentada como substituta da 747-400F, seu consumo de combustível de 6.800 kg/h foi um grande avanço em relação aos 10.230 kg/h oferecidos pelo 747-400F. No entanto, com a nova 777X e a A350, é improvável que vejamos melhorias no consumo de combustível que correspondam à redução de 30% observada da 747-400F para a 777F. Uma diferença de 10% a 15% é o máximo que podemos esperar de forma realista.

Em resumo, embora a melhoria no consumo de combustível e (em alguns casos) as economias de escala possam amenizar o impacto financeiro da compra de um novo cargueiro, em termos de custos, as conversões P2F são uma opção muito mais atrativa.

Fator 3: Volume e flexibilidade de entrega

As novas aeronaves de carga têm o potencial de oferecer benefícios em termos de capacidade e flexibilidade de entrega. O carregamento pelo nariz, em particular, oferece uma enorme vantagem. Ele permite que as aeronaves entreguem cargas de grande porte, como grandes geradores, motores, caminhões e tecnologia especializada. O mais importante é que essa carga de grandes dimensões é lucrativa, oferecendo maior rentabilidade do que as entregas normais de paletes.

No entanto, as novas aeronaves de carga que estão sendo produzidas, como a 777X e a A350F, não oferecem carregamento pelo nariz. Isso nivela o campo de jogo em termos das vantagens que uma aeronave de carga exclusivamente tem sobre uma conversão, já que ambos agora estão restritos à carga que pode passar pelas portas laterais.

Como as conversões se comportam em termos de volume, densidade da embalagem e carga útil bruta? Vamos considerar a 777-300ERCF em comparação com a 777F (que atualmente compõe metade da frota de aeronaves de carga de grande porte do mundo) usando dados de uma comparação de 2022 feita pela Aircraft Commerce.

Embora a 777F ofereça uma carga útil total maior, de 106,6 toneladas métricas, em termos de volume, a 777-300ERCF supera com folga a 777F. A 777-300ERCF oferece quase 6.000 pés cúbicos a mais em volume total do que a 777F (28.739 pés cúbicos em comparação com 22.971). A receita por carga útil também é consideravelmente maior. Com 6,5 lbs, são 186.804 pés cúbicos, e, com 7,5 lbs, são 190.900 pés cúbicos, em comparação com os 149.312 pés cúbicos e 172.283 pés cúbicos da 777F, respectivamente. Um ponto importante a ser observado nessa comparação é que o volume, e não a carga útil bruta, é o que mais importa nas operações expressas de comércio eletrônico, que provavelmente serão um importante fator de crescimento no futuro. E, neste aspecto, a 777-300ERCF oferece uma clara vantagem.

Evitando a armadilha das compras de novas aeronaves de carga

A Airbus estima que será necessário adicionar mais 1.040 aeronaves de carga à frota global de transporte de cargas até 2041 – as previsões da Boeing são ainda mais confiantes. A compra de novas aeronaves de carga para atender a essa necessidade implica um risco significativo para as companhias aéreas. Com a queda significativa dos preços das cargas, o investimento CAPEX em uma nova A350 ou 777F representa um enorme desembolso financeiro em um momento em que os preços estão caindo rapidamente. Investir maciçamente em uma nova aeronave de carga de US$ 185 milhões pode ter feito sentido em 2021, quando os preços da carga aérea estavam em níveis recordes. No entanto, em 2023, essa não é mais uma política prudente.

Além disso, a aquisição de uma nova aeronave de carga tem pouco a acrescentar em termos de desempenho e capacidade. As conversões P2F podem se equiparar às novas aeronaves de carga fabricadas em termos de volume, e têm vantagens notáveis quando se trata de manutenção e produção.

Em última análise, as conversões representam um risco financeiro muito menor, permitindo que as companhias aéreas aumentem de forma sustentável sua capacidade de transporte de carga aérea. É por isso que estamos assistindo a um crescimento significativo nas conversões P2F, enquanto a entrega de novas aeronaves de carga estagnou. Com toda razão, muitas companhias aéreas não estão dispostas a assumir o risco financeiro de uma nova aeronave com a queda dos preços, e veem pouca vantagem em comparação com aviões de passageiros reformados.

Conheça Gediminas Ziemelis

Gediminas Ziemelis (nascido em 4 de abril de 1977) é um empresário lituano bem-sucedido, consultor de negócios, fundador e atual presidente do Conselho de Administração do Avia Solutions Group, um dos maiores fornecedores globais de ACMI (aeronaves, tripulação, manutenção e seguro), que opera uma frota de 180 aeronaves. Ele foi escolhido duas vezes entre os 40 jovens líderes mais talentosos do setor pela Aviation Week & Space Technology.

Gediminas é conhecido por sua mentalidade cosmopolita e habilidades excepcionais de gestão, que contribuíram para seu sucesso em várias áreas de negócios. Ao longo de seus 26 anos de carreira, Gediminas fundou mais de 100 start-ups, 50% delas ainda em operação, liderou empresas em 4 processos bem-sucedidos de IPO/SPO e levantou mais de 800 milhões de euros em mercados públicos globais de capital e títulos.

Em dezembro de 2022, Gediminas Ziemelis foi considerado o lituano mais rico pela TOP Magazine, com ativos estimados no valor de 1,68 bilhão de euros.

Gediminas é o maior doador do Rimantas Kaukenas Support Group, um fundo de caridade e apoio que oferece ajuda a crianças com doenças oncológicas e às suas famílias. Ele também é o maior acionista da principal equipe de basquete, a Wolves.

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

GlobeNewswire Distribution ID 1000832339

July 31, 2023

30th anniversary: Q&A with Roger Mancienne, Speaker of the Seychelles National Assembly

Roger Mancienne is the Speaker of the Seychelles National Assembly, who was sworn in October 2020 as the fourth speaker of the country’s parliament since the return of multi-party democracy in 1993.

Mancienne, who is 75 years old, is also the leader of the Linyon Demokratik Seselwa (LDS-Seychellois Democratic Union) political party, which won a large victory in the legislative elections in 2016 and a landslide victory in the 2020 presidential and legislative elections.

On the occasion of the 30th anniversary of the Seychelles National Assembly of the Third Republic, SNA interviewed Mancienne to get his views on the evolution of parliamentary democracy in Seychelles and his own experiences as speaker, as well as plans for the future.

SNA: As a former leading opposition politician, editor of the former Regar newspaper, and today as Speaker of the Seychelles National Assembly, you have witnessed three decades of parliamentary debates and how they have shaped the lives of the people of Seychelles and their fledgling democracy. For you what are some of the most important moments during this historical period as both a witness of history and a participant in political life?

RM: I am not sure I will be able to distinguish the most important but I can pick the most memorable and those are what contained some drama and fell outside the main routine of Assembly business.

I remember the incident of Christopher Gill crossing the floor from the Democratic Party to the SPPF [Seychelles People’s Progressive Front] side. This has never happened again as such.

The bye-elections that were held within the term of the Assembly also were quite remarkable events. There was one for Ause Aux Pins, one for Mont Fleuri and one for Anse Boileau.

The Assembly moving into its own building at Ile du Port was of course a historic event. It was the first time the institution had its own home, which gave it status as a branch of government, enhancing its image. In the same way, live broadcasting of Assembly sittings in a variety of media, TV, radio and social media, has greatly enhanced its visibility and reach.

The 6th Assembly, in which there was a majority opposition and a minority of the government party was a watershed moment and a remarkable occasion. The cohabitation, as it has been called, brought a new perspective. It started with much curiosity about how this would work and we saw a new perspective on democratic governance.

Of course, one very dramatic occasion came with the debate on radio licensing which led to a violent assault by the police and armed forces on a protest by the opposition party outside the Assembly building.

In my own time, the reconfiguration of seating in the Chamber had a lot of symbolic importance which I believe gave a better reflection of what the Assembly was.

In between such events, some instances of matters on the floor were memorable when they were concerned with dramatic issues such as piracy in Seychelles waters, the Economic Development Act, which gave citizenship to investors, and all the TRNUC [Truth, Reconciliation and National Unity Commission] episodes.

SNA: What do you believe are some of the most important laws that the Seychelles National Assembly has passed in its 30-year history as a democracy?

RM: When it comes to laws, I will start with the amendments to the Constitution, which made changes in the system of government such as the formulation of the post of Vice-President and how power could be transferred.

The creation of some secondary institutions such as the Human Rights Commission and the Anti-Corruption Commission was very important. So too were the laws that defined and enhanced certain rights and these came with laws such as the Public Assembly Act, allowing more freedom for political activities and the Access to Information Act.

But very notable was the whole revision of the Civil Code by the 6th Assembly, which modernised the law in many many instances, and the Creation of the Truth, Reconciliation and National Unity Commission (TRNUC) by the same Assembly.

SNA: What was it like to be an opposition politician during the years when the Seychelles People’s Progressive Front (SPPF) had a majority in the Assembly? Was it always a fierce antagonism or were there moments of compromise?

RM: Personally, I was not very closely involved with the Assembly but I participated in some deliberations. For example, with the financial crisis in 2008, I took part in discussions on reform which I think contributed to the country finding its way out peacefully.

During the piracy crisis, there were discussions across party lines on our response. I would not say there was always fierce antagonism. Things were generally tense but the opposing parties did dialogue and there was some communication although government business remained generally a one-sided affair.

SNA: Why did the main opposition parties boycott the 2011 parliamentary election that led to Parti Lepep (formerly SPPF) having a one-party Assembly, apart from one proportional seat for one opposition member?

RM: Yes, this was an interesting episode in our political history. The situation was that the opposition had lost a number of elections in which electoral procedures and political rights such as the freedom of expression were seen to be unfair. We had protested over the years but there was always resistance from the government party.

So, after losing election after election which we felt had been unfair, we decided we could not continue doing things the same way. So, we took the decision to boycott the elections. It was a big gamble because a party that does not take part in elections can easily be obliterated. But our absence created a void and the presence of one opposition member was seen as a total sham.

Eventually, people realised that a democratic system needed a credible opposition. In the absence of formal opposition, dissent spread in the ruling party itself and in the end, we emerged with a larger opposition force. The strategy paid off because it led to the changes that we wanted. The Electoral Commission was reformed and other changes came about which greatly improved conditions for political participation.

SNA: You were a founding member of Parti Seselwa, which later became the United Opposition (UO) and then Seychelles National Party (SNP), which merged with other opposition parties in 2016 to form the Linyon Demokratik Seselwa (LDS) and for the first time won a parliamentary majority that same year. What do you believe were the ingredients to winning the election?

RM: The ingredients were the creation of a larger opposition force by bringing together all the actors who were on the scene and also the improvement in conditions. The creation of LDS was an important moment because it showed the opposition forces could unite under one banner and it gave new prospects for a widely based government team. This of course coincided with the perception that we had reached a stage when change was necessary. This is what brought about the results of the 2016 elections.

SNA: You are still the Party Leader of LDS, as in the past, today you have many critics of an alleged bias towards your party while in your role as speaker. How do you respond to this issue and do you intend to continue to remain Party Leader until the next elections and beyond?

RM: I am criticised from both sides. From one, I am accused of bias towards my own party and from the other side of being too lenient to the opposition. I have heard the criticism and I have noted what is being said. But in the end, my only judge is my conscience. I believe I am applying the rules fairly and allowing both sides to express their views.

I have criticisms of my own for Members who do not respect the rules and do not show respect for the institution. I will continue to examine my own leadership and ask the Members to also scrutinise their behaviour. The Speaker is elected from the majority party so I cannot escape the association but I try to be objective and impartial. As for continuing as Speaker until the next election, that depends on my party. They asked me to take this position and they can remove me when they want.

SNA: Do you believe that the Seychelles National Assembly needs to be reformed in any way, including the format of its sittings or any other procedures?

RM: We have made a major change in the format of the seating arrangement this year and I think this is a great improvement. There are some rules of procedure which I believe need to be re-examined and we have a Committee of the Assembly charged with this. It is the Standing Orders Committee. I think we have to see how we organise debate better so that we deal with business in a set period of time for instance.

SNA: With your breadth of experience and memories of Seychelles’ political life, have you noticed any patterns in topics discussed in the Assembly in terms of the complaints of government inefficiency, lethargy, corruption and wastage that are said to be present both in the LDS-led government today and the former ruling party that was at the helm of the government for 43 years? Do you believe there is hope for real change, something that your party promised for so many years?

RM: I believe there has been real change. My party has delivered and will continue to deliver on change. In the life of this Assembly, I have not heard of one credible charge of corruption on the part of government officials and LDS has not taken any advantage of its position as the governing party.

Our government has moved swiftly to get the country back on track after the COVID episode. People forget easily but many things have moved forward. We have seen major reform of some systems such as the welfare programme and procurement procedures. I have not heard of any case of wastage of government resources. Sure, there are complaints but most of them are just politics.

There are of course still many shortcomings but many of them concern the way the public service works and this is very hard to change. I think we can do better in the efficient delivery of services. At the same time, there is a huge effort to tackle some of the major challenges that the country faces such as the drug problem. There has been change and I hope there will be more.

Source: Seychelles News Agency

July 31, 2023

Draft law on startups at heart of ministerial working session

A ministerial working session chaired by Prime Minister Najla Bouden at the Kasbah Palace on Monday focused on reviewing the draft law on startups. Participants stressed the importance of completing the drafting of the final version of the draft law and aligning it with other pending bills, according to a press release from the Prime Ministry.

Source: EN – Agence Tunis Afrique Presse

July 31, 2023

Ministerial working session continues examination of bill on revision of foreign exchange code

A ministerial working session chaired by Prime Minister Najla Bouden in the Kasbah Monday continued the examination of the draft law on the revision of the foreign exchange law. The meeting was attended by Marouane Abassi, Governor of the Central Bank of Tunisia (BCT), and the Ministers of Finance and Economy, Sihem Namssia and Samir Saied, who called for speeding up the finalisation of this bill. The bill to revise the foreign exchange law is part of the national reform programme aimed at improving the business and investment climate and making this regulation more efficient, according to a press release from the Prime Ministry. It is also aimed at attracting foreign investment, boosting business confidence and increasing the competitiveness of companies by helping them penetrate international markets. Raoudha Boukadida, director of foreign exchange operations at the BCT, said last June the new foreign exchange code would gradually “liberalise the dinar”. She added that this law would contribute to improving the business climate in the country and clarified that foreign participation in the capital of companies established in Tunisia and operating in sectors not regulated by law, such as ICT, would no longer require the approval of the issuing institution. In her view, this is a step forward that will encourage investment. However, she noted that access to foreign currency accounts for Tunisians would only be possible for individuals engaged in certain professional activities. Through these foreign currency accounts, they will be able to finance investments abroad, acquire real estate abroad and make other current or capital expenditures. For his part, BCT’s Abassi stressed that the new foreign exchange law is designed to ensure that individuals and companies working in the services and new technologies sectors do not leave the country.

Source: EN – Agence Tunis Afrique Presse

July 31, 2023

Structural and cyclical factors behind bread shortage in Tunisia (ALERT)

Low domestic grain producdtion and dysfunctions in the distribution of this commodity to flour mills are structural factors that have led to the shortage of bread in Tunisia, according to the organisation for the fight against rent-seeking economy (ALERT). In a recent note, the organisation deplored the low national production of grain which struggles to meet consumption needs, in addition to the hegemony of certain flour mills belonging to the employers’ organisation over the supply market. The distribution of subsidised flour is also dysfunctional, with certain bakeries taking the lion’s share. According to ALERT, these structural factors have been exacerbated by other economic factors that have accelerated the decline of the bread industry in Tunisia. Among these cyclical factors, the organisation mentions the interruption of durum wheat imports, which fell by 30% in the first five months of 2023 compared to the same period in 2022, due to a lack of liquidity and the inability of the grain agency to finance market needs. In addition, the difficult climatic situation in Tunisia, characterised by severe drought, has had a serious impact on durum wheat production, which stands at one million quintals, or just 19% of market requirements. On the other hand, the organisation believes that the upward revision of semolina prices (59 dinars per quintal instead of 38 dinars per quintal) is responsible for the inability of classified and unclassified bakeries to supply 190-millime baguettes, leading to a shortage of this product. Political authorities primarily responsible for the shortage For ALERT, “the political authorities remain primarily responsible for this shortage”, believing that the removal of subsidies in the absence of supply and without an increase in bread prices is a “policy orchestrated by the state”. Subsidies allocated to basic products fell by 90% in the first quarter of 2022/2023, from TND 400 million to TND 42.9 million. The organisation added that the stage grain agency has not received any subsidies for a year, which has prevented it from meeting market needs. On the call by the President of the Republic to take urgent measures to put an end to the classification of bakeries, ALERT pointed out that this could lead to a drop in demand and endless queues in front of bakeries. According to the organisation, this measure will only serve the interests of authorised bakeries, adding that it is part of a policy aimed at the “disguised abolition” of commodity subsidies.

Source: EN – Agence Tunis Afrique Presse

July 31, 2023

Musokoto FC Win Busia County League Zone A Championship

Musokoto FC from Nambale Sub-county are officially the new Busia County League Zone A champions after edging their neighbours, Katakwa FC, 1:0 in what was seen as a sweet revenge. Mosokot FC have booked their slot in the FKF Western Regional games, with a game to play. Silva Okello’s lonely strike in the first half registered history for the host Musokoto FC in an entertaining match, attended by the Busia County Deputy Governor (DG), Arthur Odera, alongside his Vihiga County Counterpart Deputy Governor, Wilberforce Kitiezo. Addressing players moments before the match kicked off, the two DGs hinted at their commitment in their respective counties to better sports activities. ‘The County Government of Busia remains committed to reviving sports in the County. In our budget, we have set aside an allocation that will support teams representing the county at advanced stages,’ noted Odera. The visit by the DG comes days after Nambale Member of Parliament (MP), Geoffrey Mulanya, donated training kits and uniforms to the team that was impressive across the season. Musokoto FC Head Coach, Fred Kefa, has urged well-wishers and sponsors to come to the aid of the team, which will require financial muscle to manage the regional games, which involve travelling outside the County. ‘We have a vibrant and promising team for the County of Busia; I urge leaders and well-wishers to support us even as we start preparation for next season at another level,’ said Head Coach Kefa. The champions will travel to Kodedema in Teso South for their last game of the season to face Kifaru FC on Sunday. The team has 57 points.

Source: Kenya News Agency

July 31, 2023

N’hara Fernandes qualifies for 2024 Olympic Games

Angola swimmer N’hara Fernandes reached the minimum mark that qualifies her to represent Angola at the Olympic Games to take place in 2024 in Paris, France, after completing the required 631 FINA points.

The 16-year-old athlete achieved the score at Portugal’s National Open Water Swimming Championships juniors and seniors qualifying for next year’s event after clocking the 27.59 in the 50m freestyle.

According to the official note that reachedANGOP, the mark is a junior and absolute record and breaks the two previous records of 28.12 and 27.68 belonging to Catarina Sousa.

N’hara Fernandes competes for the only women’s spot for national representation at the Paris Olympics, along with the experienced Lia Lima and Maria Freitas.

N’hara Fernandes has shown great evolution in her sporting performances, at a time when she received an Olympic scholarship through the Angolan Swimming Federation (FAN), which began in South Africa and now she continues the training programme in Portugal.

She played a crucial role in the second place won by Angola in the African Zone IV Championship held this year in the country, with a total of 74 medals.

N’hara will also take part in the World Junior Championships to be held in Netanya City, Israel, in September together with Nyriam Morais.

Source: Angola Press News Agency (APNA)

July 31, 2023

President Saied addresses excessive price hikes, shortage of commodities at meeting with interior and trade ministers

President Kais Saied met on Monday afternoon with Interior Minister Kamel Feki and Trade and Export Development Minister Kalthoum Ben Rejeb Gazzah to discuss “the excessive rise in prices and the shortage of a number of commodities in some regions of the republic”. Saied stressed, according to a statement issued by the Presidency of the Republic, the need for the security forces to support the efforts of the Ministry of Trade’s inspectors and to hold accountable “all those who use any means to inflame social conditions.” This includes undermining the purchasing power of Tunisians and their most basic rights, such as the right to water. He made it clear that every public official, regardless of his level of responsibility, “must feel that he is at the service of the state and the people, and must be an example of giving and generosity. “Those who seek privileges or serve lobbies have no place in the state,” Saied stressed. He said these lobbies and their supporters will not be immune from the application of the law to them, stressing that everyone is equal before the law, according to the statement.

Source: EN – Agence Tunis Afrique Presse