Regional online travel bookings worth $15.8 billion by 2014

ATM 2013 technology seminar series to highlight increasing shift away from traditional channels with internet bookings expected to grow by another $5.4 billion accounting for 22% of all travel bookings within two years The topic of online versus traditional booking channels will once again be a key focus at the 2013 Arabian Travel Market technology seminar sessions as organiser, Reed Travel Exhibitions, highlights the dramatic shift in consumer mindset over the last 12 months as travellers log on to technology for convenient airline and hotel bookings. A shift in the attitude of the region’s travellers to new booking channels has seen online bookings grow by almost a third in 2012 to reach just under US$10.4 billion, up 31% on 2011 figures. According to an October 2012 study from Travelport entitled ‘Assessing the Online Travel Opportunity: The Middle East’, conducted in association with global travel market research company PhoCusWright, this upward trend is predicted to continue with online bookings expected to account for 22% of all travel bookings made in the region within the next two years, with a total value of US$15.8 billion. The research, which covered online travel trends in 10 Middle East countries from 2010 to 2014, also revealed that regional online travel agencies (OTAs) are expected to grow by 18% between now and 2014, with gross booking value set to almost double from US$3.1 billion to US$5.4 billion in the next two years. “In 2011 alone, there was a 39% rise in online bookings in the region, and we are seeing a clear shift from dependence on traditional booking channels to online services as the Middle East traveller becomes more comfortable with using the Internet as a convenient and credible resource,” said Mark Walsh, Portfolio Director, Reed Travel Exhibitions. “Mirroring this sharp rise in the online travel marketplace, floor space in our Technology and Online Wholesalers section for next years show is already 78% sold” added Walsh. Travelport’s research document confirms the findings of a mid-year report issued by travel comparison site wego.ae, which profiled 50,000 website users. Similar to the early adoption of travel sites in Asia, Wego found that UAE travellers are taking control of their own itineraries as they search for best deals and added value. “The breakneck pace of technological development is leading the travel industry towards a completely virtual business environment. The ‘human face’ of the business needs to be successfully transplanted into the online domain by bringing both personality and functionality into play if companies are to maintain their commercial success moving forward,” said Walsh. Growing confidence in ecommerce sites and the safety of web-based transactions is also prompting an increase in interest in online travel searches, says Wego, which also saw a substantial rise in traffic and transactions following the launch of its parallel Arabic-English platforms earlier this year. “Now that wego.ae is live in Arabic, we have noticed a surge in local hotel searches and interest in a much wider mix of international flights and accommodation to over 600 destinations,” said Ross Veitch, Wego CEO and Co-Founder. According to Veitch, searches by local users for flights from Abu Dhabi have increased by 120% year-on-year, and by 106% for Dubai departures. Flight searches to neighbouring Qatar have doubled; with Saudi Arabia registering a 76% increase. Local as well as international hotel searches by UAE residents are also up 121% against 2011 figures, with Wego reporting that Dubai leads the top 20 most searched destinations (as at April 2012), with 20.2% of total share, followed by Abu Dhabi in third place at 7.7% and Fujairah, Ras Al Khaimah and Sharjah also making the top ten. Hotel operators in the region are also vying with OTAs to drive online bookings as the market becomes increasingly competitive. “We have seen a steady increase in online hotel reservations since we opened two years ago, with 2012 year-to-date figures showing a 35% revenue increase on 2011; and we have a dedicated revenue and e-distribution manager as part of the team,” said Purnima KP, Director of Sales & Marketing, Mövenpick Hotel Deira. The 2013 Arabian Travel Market technology seminar series will once again welcome leading regional and international digital experts specialising in the travel sector, who will reveal the latest digital trends, share information on technological advancements and invite session attendees to share their own experiences and insight. Arabian Travel Market 2013 will be held at the Dubai International Convention & Exhibition Centre from 6-9 May 2013. For more information, go to www.arabiantravelmarket.com - Ends - Photo caption: Mark Walsh, Portfolio Director, Reed Travel Exhibitions. Notes to Editor For more information on Arabian Travel Market 2013 please log on to www.arabiantravelmarket.com About Reed Travel Exhibitions Arabian Travel Market is organised by Reed Travel Exhibitions (RTE), the world’s leading provider of exhibitions in the travel and tourism industry. Its wide-ranging portfolio of events around the globe covers leisure travel, luxury travel, business travel and the meetings and incentives industry. Reed Travel Exhibitions also organises Abu-Dhabi based global meetings and incentive exhibition, GIBTM which takes place from 25-27 March 2013. In 2011 RTE 13 events were the catalyst for £2,807 million worth of travel and tourism business deals.  The 13 events are; World Travel Market (WTM), Arabian Travel Market (ATM), International French Travel Market (IFTM), La Cumbre, International Golf Travel Market (IGTM), International Luxury Travel Market (ILTM), International Luxury Travel Market Asia (ILTMA), Asia-Pacific Incentives & Meetings Expo (AIME) (owned by Melbourne Convention + Visitors Bureau), Global Exhibition for Incentive, Business Travel, and Meetings (EIBTM), Gulf Incentive, Business Travel and Meetings (GIBTM), Americas Incentive, Business Travel and Meetings (AIBTM), China Incentive, Business Travel and Meetings (CIBTM) and Business Travel Market. April 2013 will see RTE launch World Travel Market Latin America in São Paulo. RTE is a business unit of Reed Exhibitions. In 2011, six million participants attended RE’s 500 events in 39 countries covering 44 industry sectors from aerospace and aviation to beauty and cosmetics to sports and recreation. Reed Exhibitions is owned by Reed Elsevier, the world’s leading provider of professional information and online workflow solutions. About Reed Exhibitions Reed Exhibitions is the world’s leading events organizer, with over 500 events in 39 countries. In 2011 Reed brought together six million active event participants from around the world, generating billions of dollars in business. Today Reed events are held throughout the Americas, Europe, the Middle East, Asia Pacific and Africa and organized by 33 fully staffed offices. Reed Exhibitions serves 44 industry sectors with trade and consumer events and is part of the Reed Elsevier Group plc, a world-leading publisher and information provider and a FTSE 100 company. www.reedexpo.com     For more information, please contact: Josse Dulka Senior Account Executive Shamal Marketing Communications Dubai Media City, UAE Office: +971 4 3652711 E-mail: josse@smc-pr.com

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Fairmont Raffles Hotels International in religious tourism showcase at ATM

Fairmont Raffles Hotels International-Makkah to participate in Arabian Travel Market, Kingdom’s tourist numbers to grow to 15.8 million by 2014 and five-year government $26.9 billion transport infrastructure budget augurs well for Saudi tourism Fairmont Raffles Hotels International (FRHI) Makkah, the operator of a portfolio of leading Middle East five-star hotels including the Makkah Clock Royal Tower, A Fairmont Hotel, Raffles Makkah Palace and soon-to-be-opened Swissôtel Makkah, has announced its participation at this year’s Arabian Travel Market (ATM), which will take place from April 30 – May 3 at the Dubai International Convention & Exhibition Centre. A delegation of senior executives will represent FRHI Makkah at their exhibitor stand located in Sheikh Saeed Hall 3 (stand no. HC3750), and offer an insight into the strategically important role their properties are playing in the Kingdom’s burgeoning religious tourism market through its trio of unique five-star properties, and plans for future growth. Additionally, ATM visitors will be able to enjoy a flavour of FRHI Makkah’s premier guest services and acclaimed FRHI hospitality. Khaled Yamak, Group Director of Communications & Business Development, FRHI Makkah, said: “With our properties affording unrivalled views of, and access to, the Holy Ka’aba and the Masjid al-Haram – the holiest sites in Islam – our central Makkah location is ideal for pilgrims and Umrah performers visiting the city to fulfil their spiritual duties. “In fact, our properties - offering 2,600 rooms and suites – make-up 40% of accommodation options in the central Makkah area. Furthermore, our average occupancies for our two operating hotels peaked at 90% in Q1 of 2012 – the highest to date since opening.” The FHRI Makkah hotels represent three internationally-renowned brands – Fairmont, Raffles and Swissôtel – each of which delivers a unique experience, and come together to offer an elegant collection of accommodation options to suit every individual guest. “Makkah Clock Royal Tower, A Fairmont Hotel is a landmark presence integrated into the surrounding community; Raffles Makkah Palace offers sophisticated luxury with residential charm; and Swissôtel Makkah delivers efficient personalised service with a contemporary ambience,” remarked Yamak. FRHI Makkah hospitality experts will also be on hand at the Kingdom of Saudi Arabia stand (also in Sheikh Saeed Hall 3) to discuss how the country is diversifying its contribution to gross domestic product (GDP), away from petrochemical revenues, through the labour-intensive service sectors such as hospitality, travel and tourism. In terms of demand, Pew Research Center estimates that the global Muslim population in 2010 was 1.6 billion and is expected to grow to 2.2 billion by 2030. At an annual growth rate of 1.5% over the next two decades – twice that of non-Muslim populations – Islam is the fastest growing religion in the world. “With continued growth forecast for the Muslim populace, as well as increasing demand from Hajj and Umrah travellers – who currently account for more than 60% of Saudi Arabia’s inbound tourist traffic – we are focusing on delivering a consistently high-level of quality-driven guest services for both international and domestic travellers. “To support this, we are constantly innovating and adding services to our trio of hotels. We recently introduced the Fairmont Gold initiative at the Makkah Clock Royal Tower which further personalises the guest experience. “We’ve also just opened the new 1,500-capacity Al Jiwar Ballroom, and launched our new residential apartments at Raffles Makkah Palace which ensure spiritual serenity for our guests” Yamak added. According to research company Business Monitor International (BMI), inbound visitor arrivals will grow from 13 million in 2010 to 15.8 million by 2014. Indeed, the Saudi Commission for Tourism and Antiquities (SCTA) aims to attract 88 million visitors by 2020 as it continues to drive forward ambitious plans to develop religious tourism, domestic tourism and business travel in particular. What’s more, the Kingdom issued 9.5 million religious visas last year, up 11.3% from 2010, according to the Ministry of Hajj website, with Umrah visas rising by one million in 2011 from 2010. And with nearly two million foreign pilgrims arriving to perform Haj in 2011, both the Saudi government and major developers are expected to spend up to US$120 billion in the two holy cities of Makkah and Madinah over the next decade, with some US$20 billion of projects already underway in Makkah alone, according to Banque Saudi Fransi. - Ends – Photo caption 1: Khaled Yamak, Group Director of Communications & Business Development, FRHI Makkah Photo caption 2: FRHI Makkah Royal Clock Tower suite Photo caption 3: FRHI Makkah Royal Clock Tower lobby - Ends - About Fairmont Raffles Hotels International Makkah (FHRI) Makkah Royal Clock Tower, A Fairmont Hotel Located adjacent to the Masjid al Haram, Makkah Clock Royal Tower, A Fairmont Hotel offers the finest hospitality in the holy city of Makkah. One of the world’s tallest, this 76-storey hotel is the focal point of the Abraj Al Bait Complex, part of the King Abdul Aziz Endowment Project. Among its outstanding features is a 40-metre Royal Clock, visible from 17 kilometres away, which announces daily prayer times. Meanwhile, the Lunar Observation Center and an Islamic Museum aim to preserve the Muslim heritage for future generations. In addition to the opulent and elegant comfort of the rooms and suites offered at this five-star hotel, 76 state-of-the-art elevators allow easy access to the holy Masjid al Haram for prayers. And, at any time, ten exceptional dining venues are available to accommodate intimate or expansive gatherings. Makkah Royal Clock Tower offers authentic hospitality throughout its 858 rooms distributed across 29 floors. Guests are able to select the view of the Kaaba - House of God – said to be built by Abraham and Ismail (Peace Be Upon Them), the Haram or the Holy City. Raffles Makkah Palace At Raffles Makkah Palace guests enjoy an outstanding location within the iconic Abraj Al Bait complex, directly adjacent to Al Masjid Al Haram – or Grand Mosque – and the Kaaba; offering easy access to King Abdulaziz Gate, the main entrance to the Grand Mosque. Raffles Makkah Palace also offers exceptional dining experiences, a spa and wellness centre for both male and female guests, a superbly equipped business centre with secretarial services and state-of-the-art private meeting rooms fitted with full video conferencing facilities. Just steps away from the Grand Mosque, Raffles Makkah Palace is a refined and elegant residential sanctuary featuring 214 suites with breathtaking views of the Grand Mosque and Kaaba, making a stay in the holy city of Makkah one of spiritual serenity. Spacious suites in this exceptional hotel offer separate living and dining spaces while bathrooms are thoughtfully designed. Personal butlers deliver Raffles’ signature service, complementing the residential experience. Swissôtel Makkah Swissôtel's first hotel to open in Saudi Arabia offers 1488 luxurious rooms and suites, with a modern design that complements the values of contemporary Arabian culture. Part of the prestigious Abraj Al Bait complex, the deluxe Swissôtel Makkah, which opens in summer 2012, is a contemporary five-star hotel located in close proximity to the holy Masjid Al Haraam, overlooking the Ka'aba and the Grand Mosque. With a comprehensive array of facilities, Swissôtel Makkah is part of a new urban complex development. Boasting an all-under-one-roof concept, the hotel features 1,488 contemporary guest rooms and luxury suites, three restaurants, a tea lounge, three meeting rooms and business centre. For More Information Nathalie Viselé Director Shamal Marketing Communications Dubai, United Arab Emirates Tel: +971 4 3652711 Mobile: +971 50 457 6525 E-mail: nathalie@smc-pr.com Website: www.smc-pr.com OR Ahmad Ghazi Group Assistant Public Relations Manager Mobile: 966 54 60 111 11 E-Mail: ahmed.ghazi@fairmont.com

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Giving aviation the freedom to succeed

The International Air Transport Association (IATA) urged governments and other stakeholders in Latin America to unite to give aviation the freedom to succeed by improving aviation safety, making badly needed investments in infrastructure and reducing the heavy tax burden on the industry. “The freedom to succeed depends on having the right conditions in place. Many of those conditions are beyond the control of the airlines- or at least require industry and government to work together with a common vision and purpose,” said IATA Director General and CEO Tony Tyler. Tyler urged governments to use aviation as a catalyst for economic growth and development in the region. Aviation supports more than 4.6 million jobs and $107 billion in GDP in the Latin America/Caribbean region. But this could be much more. Americans travel an average of 1.8 times a year. Chile has the region’s highest propensity to travel. But it is still at 0.7 trips per year. “There is great potential to be achieved if we work closely with governments to secure our future,” said Tyler. Tyler noted that IATA is strongly aligned with the Latin American and Caribbean Air Transport Association (ALTA) to enable aviation to achieve its economic potential. “ALTA is a partner of IATA in this region and we are working in harmony to move aviation forward.” Tyler identified three areas that are vital to enabling aviation to fulfill its economic potential in the region. Safety: “The freedom to succeed begins with safety because without it success is not sustainable. Earlier this month, we announced our analysis of the industry’s 2011 safety performance. It was a stellar year- the best in history: 2.8 billion people flew safely on 38 million flights.” However, Tyler noted that the picture in the Latin America/Caribbean region was not as bright. “Although Latin American airlines achieved a 32% improvement in the Western-built jet hull loss rate compared to 2010, the 2011 performance was still 3.5 times worse than the global rate. LATAM traffic is 6% of the global total but it accounted for 27% of jet hull losses. If this does not improve, then the current rate of traffic growth means that in six years, carriers here will experience a major accident every eight weeks. Clearly that is not sustainable.” “If Latin American aviation is to continue to deliver on its immense promise, safety must be addressed as a community working in partnership with government. And global standards must be at the heart of our joint efforts.” Tyler cited the success of the IATA Operational Safety Audit, which is a condition for membership in both IATA and ALTA, as a means of improving safety. “The accident rate for non-IOSA carriers in LatAm is five times worse than for those airlines that have met the standards. Chile, Brazil, Costa Rica, Mexico and Panama recognize this and have incorporated IOSA into their safety oversight. Peru is expected to follow in 2014. I cannot understand why all Latin American governments don’t do the same. It can only help.” Following on from IOSA is the IATA Safety Audit for Ground Operations (ISAGO). It is improving safety and helping reduce the $4 billion annual cost of ground damage. Eleven airports and four safety regulators in the region have given their formal support. Four airlines are part of the audit pool with others expected to join shortly. Tyler noted the importance of information sharing to identify emerging safety trends and take actions to mitigate risks. “On this, IATA and ALTA are working hand-in-hand, with a landmark agreement enabling all ALTA members to contribute to and benefit from IATA’s Global Safety Information Center (GSIC).” Security: “A decade after the tragic events of 9.11, we are much more secure but perhaps not equally wiser in the way that we accomplish passenger security. Does the security experience of long lines -which is a particular issue at several large hub airports in Latin America—plus unpacking, disrobing and often intrusive checks, need to be that way?” Tyler cited IATA’s Checkpoint of the Future that will differentiate screening using passenger information that is already being collected for immigration purposes. This will be combined with technology that allows passengers to walk through checkpoints without stopping, disrobing or unpacking. Tyler cited the need to harmonize passenger data exchange within the region. “As with safety, security needs global standards. Many of the LATAM programs for passenger and cargo data require non-standardized data exchange methods that cannot be supported by airlines. And even if they could, the systems would be inefficient and not in harmony with the rest of the world. IATA is working to educate authorities on the need for change and providing alternatives.” Infrastructure: Tyler said that aviation’s sustainability is also highly dependent on adequate airport and air traffic management infrastructure. “To be candid, I have big concerns about this region. Infrastructure clearly is deficient in many countries but I do not see a level of urgency among governments to fix it with holistic solutions. Bottlenecks created from neglect and underinvestment could choke future growth.” Tyler noted the recent airport privatizations in Brazil are intended to help that country fast track much needed investment in airport infrastructure ahead of the FIFA World Cup and Olympics events. However, the high prices paid by the new airport investors for the concessions are a matter of concern. “The investment must be recouped through efficiency improvements that enable traffic growth, not in higher charges to airlines,” said Tyler. Tyler also cited the need to open more airspace that is currently restricted to military use and to reduce the heavy fees and user charges imposed on travel and tourism across the region. “At least $4 billion is collected from airlines and their customers. There is very little transparency on what happens to that money. But a best guess is that less than a third stays within the sector.” “The future is bright for Latin American aviation. Now, governments in the region need to do their part by working with all stakeholders in the areas of safety, security, infrastructure and charges to ensure that the freedom to succeed is not an empty phrase. IATA is a willing and able partner in this effort,” Tyler said

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Rising oil prices reducing airline profits

The IATA announced a downgrade to its industry outlook for 2012 primarily due to rising oil prices and expects airlines to turn a global profit of $3.0 billion in 2012 for a 0.5% margin. This $500 million downgrade from the December forecast is primarily driven by a rise in the expected average price of oil to $115 per barrel, up from the previously forecast $99. Several factors prevented a more significant downgrade: (1) the avoidance of a significant worsening of the Eurozone crisis, (2) improvement in the US economy, (3) cargo market stabilization and (4) slower than expected capacity expansion. “2012 continues to be a challenging year for airlines. The risk of a worsening Eurozone crisis has been replaced by an equally toxic risk—rising oil prices. Already the damage is being felt with a downgrade in industry profits to $3.0 billion,’’ said Tony Tyler, IATA’s Director General and CEO. Airline performance is closely tied to global GDP growth. Historically, when GDP growth drops below 2.0%, the global airline industry returns a collective loss. “With GDP growth projections now at 2.0% and an anemic margin of 0.5%, it will not take much of a shock to push the industry into the red for 2012,” said Tyler. IATA revised upwards its estimated profits for 2011 to $7.9 billion from the previously forecast $6.9 billion. This was primarily owing to the much better than expected performance of Chinese carriers. Key Forecast Drivers Oil Price: The major driver of reduced profitability is rising oil prices. In December 2011, the consensus forecast for 2012 stood at $99/barrel for Brent crude. The average price year-to-date is approaching $120 and the consensus forecast for the year has been revised to $115 (from the $99 previously forecast). This will push fuel to 34% of average operating costs and see the overall industry fuel bill rise to $213 billion. Political tensions in the Gulf region increase the risk of significantly higher oil prices, the implications of which could put the industry into losses (see separate scenario described later in this release). Asset Utilization: Overall capacity (passenger and cargo combined) is expected to grow by 3.2% in 2012 (based on announced schedules) which is behind the 3.6% expected expansion in demand. This is a reversal of the expectation in December of capacity expansion (3.1%) outstripping demand (2.9%). Both passenger load factors and aircraft utilization have returned to or above pre-recession levels. In January the passenger load factor stood at 76.6%, which is more than 2 percentage points higher than pre-recession levels. The average hours flown by passenger aircraft is also close to pre-recession peak utilization rates. Asset utilization in freight markets is more difficult to manage as around 40% of cargo capacity is in the belly of passenger aircraft, responding to different market pressures. Freight load factors in January were 6% lower than the 2010 peak and average hours flown by freighter aircraft were down 11%. Passenger Demand: Passenger demand is expected to grow by 4.2%, which is 0.2 percentage points ahead of the December forecast. January premium traveler numbers were up 2.9% on previous year levels, while economy class travelers grew by 6.1%. This reflects stronger business and consumer confidence in the US and Asia-Pacific. Cargo Markets: Cargo markets stabilized at low levels in the fourth quarter of 2011. The pattern of rising sea freight and low level of air cargo is linked to Asian economies buying bulk commodities while Western consumer confidence is weak. Reduced pessimism among purchasing managers is expected to support a moderate upturn in air cargo during the second half of the year. Yields: In December yields were forecast to be flat in 2012 for both passenger and cargo. Higher fuel costs, tighter capacity management in passenger markets and the stabilization of freight markets is now expected to drive a 2.0% yield improvement in 2012 for both passenger and cargo. Regional Performance All regions will see reduced profitability in 2012 compared to 2011, and Europe and Africa will see losses. European carriers by far face the most difficult situation among the regions. The outlook remains unchanged from December with the expectation of a $600 million net loss and an EBIT margin of 0.3% of revenues. While it appears that a major worsening of the Eurozone crisis has been averted, many European economies are in deep recession which will see continued weakness in both the cargo and passenger business. At the same time air travel is being hit by taxation and the cost of the EU ETS. North American carriers are expected to deliver a profit of $900 million, down from the previously forecast $1.7 billion. The 2.0% EBIT margin shares top position with Asia-Pacific carriers. Higher fuel costs are responsible for the downgrade, but airlines in this region will see the smallest deterioration from last year’s performance among the major regions, as a result of the very small increases in capacity expected. Asia Pacific carriers continue to perform well. Better than expected performance in 2011, particularly by the Chinese carriers—saw an upward revision of 2011 profits to $4.8 billion (from the previous estimate of $3.3 billion). For 2012, the region’s airlines are expected to again deliver the largest absolute profit--$2.3 billion—which is $200 million more than estimated in December. Higher fuel costs will more than halve profits this year but the region’s relatively strong economies will continue to generate more rapid growth in travel and cargo than the other large regions. Middle East carriers are expected to see profits of $500 million (up from the previously forecast $300 million). Financial performance was already seen to be better than previously expected in 2011, with an upgrade from $400 million to $1 billion. In the passenger business, load factors have improved by a slowdown in the introduction of new capacity, and long haul markets have been relatively robust. Latin American profits are expected to be $100 million, unchanged from the previous forecast. Performance is mixed across the region, but intense competition in some major markets and slowing economies will make it more challenging for the region’s airlines to recover the increase in fuel costs they face this year. African carriers are still expected to see losses of $100 million, unchanged from the previous forecast. Some of the region’s economies are growing strongly and generating expanding demand for air transport. However, passenger and freight load factors are very low on average for airlines in this region which will make it difficult to recover the rise in fuel costs. Fuel Price Spike A number of commentators have pointed to a scenario where an escalation of the crisis in Iran could see the closure of the Strait of Hormuz cutting off vital supply links for oil. In this scenario, oil prices could spike at $150/barrel for Brent crude mid-year, for a full year average of $135. In such a scenario, global GDP growth would fall to 1.7%, plunging the entire industry towards losses of over $5 billion. “While we have seen some improvements in economic prospects any further significant rise in the fuel price will almost certainly turn weak profits into losses,” said Tyler. The Broader Context—A More Strategic Approach by Governments IATA called for governments to take a more strategic approach to the aviation industry. “Airlines are buffeted by many forces beyond their control. Today’s forecast demonstrates just how quickly the operating environment can change. Four months ago the biggest worry was a European financial disaster; today it is rapidly rising oil prices. Nimbleness and operating efficiency are critical to maintaining competitiveness and managing through such dramatic shifts,” said Tyler. To survive through turbulent times and shore-up competitiveness, airlines improved labor productivity by 67%, increased fuel efficiency by 23%, and cut sales and distribution unit costs by 21% (over the decade to 2010). Despite this, even the best collective margin of the last decade is 2.9% (2007 and 2010), which does not cover the cost of capital. “A sustainable airline industry could deliver much more to the global economy. But the unintended consequences of many government policies have contributed to keeping the industry on a knife-edge between profit and loss. Short-sighted excessive tax collection in many markets undercuts aviation’s ability to provide access to the connectivity that drives global business. Regulation implemented without a clear cost-benefit analysis often scores political points at the expense of industry efficiency let alone solving the problems it was intended to address. Failure to drive forward important infrastructure modernization projects such as NextGen and Single European Sky, limit the effectiveness of the billions of dollars that airlines are investing in more efficient and capable aircraft,” said Tyler. “Today’s industry situation reinforces the need for governments to take a more strategic approach to aviation with competitiveness-enabling policies that will deliver broad economic benefits. This has been tried, tested and proven by many governments in Asia and the Middle East. Europe, India, the US and others should take note,” said Tyler.

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The Asia-Pacific region showed significant passenger traffic growth at the beginning of 2012

Tokyo International Airport Asia-Pacific region recorded 9.2% year-on-year increase in January 2012 in passenger traffic but air freight traffic remains sluggish. The Asia-Pacific region showed significant passenger traffic growth at the beginning of 2012. According to the latest ACI traffic flash report, Asia-Pacific area recorded a 9.2 % year-on-year growth in January 2012 while the Middle East area recorded 11 %. Abu Dhabi (ABU), Jakarta (CGK), Hong Kong (HKG) and Guangzhou (CAN) all posted gains of over 15 % in passenger numbers for January 2012. Beijing (PEK) recorded the highest number of passenger traffic in January 2012 with more than 6 million passengers; the other 4 airports with over 4.5 million passengers are Tokyo Haneda (HND), Bangkok (BKK), Hong Kong (HKG) and Dubai (DXB). As for air freight traffic, primarily due to the Chinese New Year holiday which fell in January this year, one month earlier than usual, Asia-Pacific airports have recorded a decrease of 12.6 % in January 2012 compared to January 2011. Middle Eastern airports, however, have shown an increase of 4.4 % year-on-year. The top 5 airports in the region with the highest air freight throughput in January 2012 are Hong Kong (HKG), Shanghai Pudong (PVG), Seoul Incheon (ICN), Dubai (DXB) and Singapore (SIN). Commenting on the January traffic results, ACI Asia-Pacific Regional Director Mrs. Patti Chau said “In 2011, despite the unfortunate events in our region and the global economic instability, the Asia-Pacific and Middle East areas recorded positive results in passenger traffic, with an increase of 5.5% and 7.6% respectively compared to 2010. With the encouraging passenger traffic data in January 2012, it looks like this positive trend will continue and it is worth noting that the Asia-Pacific region remains one of the drivers of the global passenger traffic growth. However, air freight traffic does not look so promising. Of course, the Chinese New Year is an important factor in the decline in January but we are concerned that the shroud of uncertainty is still hanging over the global air freight market.”

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الشابى الذى عاد حرقا

ا أن يبدأ الحديث عن تونس أو يتجدد، كما هو اليوم مع ثورتها وتغير النظام فيها، حتى تهيمن على كل الخواطر، ضمن أشياء عدة، ذكرى شاعرها المعروف، "أبو القاسم الشابي"، فقيد الأدب والشعر في شرخ الصبا وأول العمر، وصاحب الأنشودة الخالدة "إرادة الحياة" التي تتردد منذ أنشدت.. على كل لسان.


لم يبلغ الشابي السادسة والعشرين. وما كاد أن ينهي دراسته الدينية في الكلية الزيتونية عام 1927، حيث نال شهادة "التطويع" وكلية الحقوق عام 1930، حتى كان عليه أن يجابه شبح الموت خلال أربع سنوات!








أعطت تونس الثقافة العربية العديد من الأعلام لعلّ أبرزهم ابن خلدون صاحب المقدمة والتاريخ، وابن منظور واضع قاموس لسان العرب، وابن رشيق صاحب "العمدة" في الأدب، وآخرون.
وُلد شاعرنا، عَلَمُ الأدب التونسي الحديث، عام 1909. ويقول أبرز وربما أول كُتّاب سيرته "أبو القاسم محمد كرّو" في ترجمته للشاعر، "الشابي: حياته وشعره" (بيروت، 1952) أن من الخطأ الشائع على ألسنة الأدباء في الشرق قراءتهم لقب الشاعر "الشابي" بتخفيف الباء والصواب تشديدها!


كان والد الشاعر قاضياً متديناً يقضي يومه بين المسجد والمحكمة والمنزل، ولم يعش أكثر من خمسين عاماً (1879 - 1929) وكانت وفاته أحد الأسباب المعجلة بوفاة الشاعر، لما ألمَّ به من حزن وما تراكم عليه من واجبات. كان الوالد قد تخرج من الأزهر بمصر، وعاد إلى تونس حيث قضى حياته المهنية في هذا المجال متنقلاً.


بدأ شاعرنا تعليمه في "الكتاتيب" وهو في الخامسة من عمره، وأتمّ حفظ القرآن بكامله في سن التاسعة. ثم أخذ والده يعلمه بنفسه أصول العربية ومبادئ العلوم الأخرى حتى بلغ الحادية عشرة، وذلك قبل أن يلتحق بالكلية الزيتونية.


وجد الشاعر في العاصمة التونسية الكثير من الحرية مقارنة بمسقط رأسه جنوبي البلاد. فهنا الكثير من الانطلاق والكثير من النشاط الأدبي مما لم يكن متاحاً له من قبل. ويصف مترجم حياته "كرّو" قراءاته التكوينية في هذه المرحلة، والتي نرى آثارها في شعره وفي قصيدته الخالدة بوضوح. فقد انهال أول الأمر على كتب المهجريين كجبران ونعيمة وأبي ماضي، يطالعها بشوق بالغ، فتشبع حسه الشعري بطابع المدرسة المهجرية، "التي تمتاز بصوفيتها الشعرية، ونقدها اللاذع، وحَدْبِها على الإنسانية المعذبة، وسخريتها المرّة بالحياة الراكدة والبشرية المتحجرة.


ثم أخذ يطالع كل ما وسعه الوقت لمطالعته من كتب الأدب القديمة والحديثة، أما الدواوين فقد طالع جميع ما طبع من قديمها وحديثها. ولجهل الشابي باللغات الأجنبية، يقول "كرّو"، فقد قرأ أهم ما ترجم منها، فكان يعيد قراءة كتب "لامارتين" و"غوتة"، ويعجب بهما إعجابه بالمعري وابن الفارض. وإلى جانب ذلك كان يقرأ الصحف والمجلات كالهلال والمقتطف والبلاغ وغيرها.


لم يكن الشابي بعيداً عن العمل الطلابي خلال دراسته في الزيتونة. ففي السنوات الثلاث الأخيرة من دراسته، "بذل الشابي نشاطاً أدبياً واجتماعياً كبيراً. فقاد حركة طلاب الزيتونة التي كانت تهدف إلى اصلاح التعليم والإدارة، وسير أعمالها بوطنية أعجب بها الجميع. وساهم في تأسيس "النادي الأدبي" بتونس العاصمة و"نادي الطلاب" بـ "توزر" - بلدته - وكان من أبرز أعضائهما حيوية ونشاطاً.

كان الشابي في الأصل ضعيف البنية، وكان فوق ذلك مصاباً بعيب خَلْقي في القلب. وتقول المراجع إن الشابي كان يعلم على إثر تخرجه في الزيتونة أو قبلها بقليل أن قلبه مريض، ولكن أعراض الداء لم تظهر عليه واضحة إلا في عام 1929. وكان والده يريده أن يتزوج، فلم يجد الشابي للتوفيق بين رغبة والده ومقتضيات حالته الصحية بُداً من أن يستشير طبيباً في ذلك. وذهب برفقة صديقه "زين" العابدين السنوسي" لاستشارة الدكتور "محمود الماطري". فحذّر الشابي، بعد أن شرح له حقيقة ومخاطر مرضه، من الإجهاد الفكري والبدني، إلا أنه امتثالاً لرغبة والده، عزم الشابي على الزواج وعقد قرانه.


تزوج الشابي قبل أن ينهي دراسته العالية، وترك بعد موته طفلين. وكان من نصائح الأطباء له، إلى جانب الأدوية، وتجنب الكتابة والقراءة والإرهاق، "أن يعيش في المناطق الجبلية والطبيعية، حيث الغابات والبساتين والوديان والأنهار".


فمضى الشاعر، يقول مترجم حياته، "يجوب صيفاً وشتاء مناطق تونس الطبيعية الجميلة ذات المصائف الفاتنة والمشاتي الرائعة. وقد عاش شاعرنا ثلاث سنوات وحيداً بين أشجارها وأنهارها يتغنى مع الأطيار بحبه ويناجي النجوم بأمانيه، ويحنو على الورد والأزهار، ويطرب لخرير المياه وحفيف الأغصان. وفي هذه الفترة، أخرج الشابي أجمل قصائده الخالدة في وصف الطبيعة والجمال وسحر الوجود وحب الحياة".


وعن آخر حياته القصيرة المعذبة، واصل الشابي إرهاق نفسه بما نهاه الأطباء عنه، "فاشتد به الداء وآلمه كثيراً، ونال منه العذاب والشقاء أكثر من أي وقت مضى. فثار على الحياة وملّ وجوده فيها، وأخذ يناشد الموت أن يريحه".


وكتب في هذه المرحلة قصائد حزينة متشائمة تذكرنا ببعض قصائد "السياب"، الذي كالشابي لم يعش طويلاً وعانى من عذاب المرض قبل أن يرحل عام 1964 في الثامنة والثلاثين، والذي بعكس الشابي، فَقَدَ والدته في طفولته، وظل حرمانه من المرأة طاغياً في شعره، كما يقول بعض النقاد.


وقع الشابي في شعره وأدبه تحت التأثير الشديد للأدب المهجري. فهو أثر يكاد يفوق أي عامل سواه. ويعود ذلك في رأي دارسيه إلى أن الشابي كان يكثر من قراءة هذا الأدب وحفظ أشعاره والعيش في عالم صوره. وهو عالم تتمازج فيه الثورة الجامحة والصوفية الحالمة والمثالية السابحة في دنيا الخيال والبحث عن الحب الخالص.


وهكذا، كان الشابي في جميع ما كتب من شعر ونثر، شعلة تتقد فتنير مسالك الحياة وسبل المجد ومزج في نتاجه أدب المهجر بما طالع من أدب الغرب المترجم والأدب العربي القديم. وجمع بين شاعرية "جبران خليل جبران" و"غوته" و"لامارتين". وقد كتب في بحر إعجابه الشديد بأدب الغرب محاضرته المعروفة "الخيال الشعري عند العرب"، الذي طبع بتونس سنة 1929، حيث أنكر الخيال الشعري على الأدب العربي، محدثاً ضجّة كبرى في الأوساط الأدبية.


ومن الأعمال الأدبية الأخرى لشاعر تونس الكبير رواية باسم "في المقبرة"، وقصة "جميل بثينة" ومحاضرة "الهجرة المحمدية" ومحاضرة بعنوان "شعراء المغرب الأقصى". ويقول "كرّو" إن أحداً لم يحضر إلى "النادي الأدبي" من أعضائه، سوى اثنين ذهبا معه! وقد سجل الشابي هذا الحادث في يومياته دون أن يعلق عليه. ولا عجب، فقد ضاق بشعبه في بعض مراحل حياته، وخاطبه بغضب الأدباء يائساً، "أيها الشعب! ليتني كنت حطّاباً فأهوي على الجذوع بفأسي! اشتهر أبو القاسم الشابي في العالم العربي بمطلع أو ببيتين من قصيدته "إرادة الحياة"، التي نظمها في 16 سبتمبر 1933، قبل عام من وفاته. وتقع في 53 بيت شعر، تبدأ بـ "إذا الشعب يوماً أراد الحياة فلابد أن يستجيب القدر". وهي قصيدة جميلة يستنهض فيها الشاعر شعب تونس ويدعوه إلى تمزيق الشرانق من حوله وتكسير القيود من كل لون.


ساءت حالهُ في آخر عام 1933 فلازم الفراش فترة ثم غادر بلدة "توزر" إلى العاصمة ودخل بعد فترة "مستشفى الطليان" في العاصمة التونسية قبل وفاته بستة أيام.


نقل جثمان الشابي في أصيل اليوم الذي توفى فيه إلى مدينة "توزر"، فدفن فيها، حيث إن بلدة "الشابية" مسقط رأسه، هي إحدى ضواحي هذه المدينة بالجنوب التونسي. وهي بلاد جميلة فاتنة، يقول "كرّو"، "لما حوته من مناظر طبيعية رائعة". ويضيف "كرّو" إن الشاعر دُفن في مقبرة أسلافه، ولكن نظراً لقرب الصحراء من المكان، "فقد كادت الرمال الزاحفة أن تمحو قبره. ولقد زاره كثير من الأدباء، فهالهم أن يندثر قبره ولم تمض على وفاته عشر سنوات.


فكتب بعضهم في الصحف والمجلات مستثيراً هِمَمِ الشعراء والأدباء من زملاء الفقيد وأصدقائه. فجمع الأدباء التونسيون أمرهم وألّفوا لجنة أقامت على قبر الشابي بناء فخماً لائقاً. لم يكن الشابي شاعر الوطنية المتقدة فحسب وإن اشتهر في هذا المنحى من الثقافة الأدبية، بل طرح في شعره الكثير من الأسئلة الوجودية وحيرة الإنسان أمام الحياة والموت.

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مجموعة انشقاق الشعرية واسوار النشر

في مجموعة (انشقاق) للشاعرة سمر الشيخ متعة وتأثير وايحاءات ..وفيها ما يثير مشكلات يجد القارىء والناقد انه لم يعد من الجائز السكوت عنها. اولى هذه المشكلات بل الاولى والثانية تتمثلان في المجموعة التي بين أيدينا. اذا تساءل من يقرأ هذا الموضوع عن الشاعرة سمر الشيخ فالجواب هو ان كاتب هذا الموضوع نفسه لم يستطع ان يعرف عنها شيئا. فدار النشر كما يبدو تعتبر ان كل الشعراء هم ادونيس وكل الروائيين هم نجيب محفوظ.
المشكلة الثانية التي يبدو انه لا بد من تحميلها لدور النشر هي الاخطاء اللغوية وفي المجموعة منها ما لا يجوز وما لا يقبل. اذا كانت عند شاعر او كاتب ما مشكلة مهما كان حجمها فمن مسؤوليات دور النشر حلها لا تركها احيانا "تصفع" عين القاريء حتى ذاك الذي ليس "حنبليا" مدققا في الشأن اللغوي. فليس من المقبول "اتحاف" القراء بأخطاء كأخطاء قسم من تلامذة المدارس. ومعظم الكتب يكاد لا يخلو من اخطاء محدودة تفوت الكاتب والمصحح لكن الامر هنا تجاوز ذلك.
المشكلة الثالثة التي تقع فيها بعض دور النشر بل توقع القارىء العادي والقاريء الناقد والباحث احيانا فيها هي اصدار كتاب جديد وفيه قول انه الطبعة الاولى ليعود ويكتشف بعد فوات الاوان احيانا انها ثانية او ثالثة. الامثلة كثيرة على هذه الحال وينبغي عدم السكوت على ذلك.
نعود الى مجموعة سمر الشيخ الشعرية وفيها الان تتمثل مشكلتان من الثلاث.. التعريف بالشاعر او الكاتب وترك الاخطاء اللغوية في حدها غير المقبول. صدرت المجموعة عن دار نشر بارزة هي (الدار العربية للعلوم ناشرون) وجاءت في 111 صفحة متوسطة القطع احتوت على ما لا يقل عن 51 قصيدة.
قصائد سمر الشيخ لا ينقصها النبض والتوتر الشعريين ولا الصور ولا الموسيقى. أهدت الشاعرة مجموعتها الى ما يشبه "جودو". جاء هذا في قولها "للحب ... الحب الذي لا يأتي." واذا كانت المقدمة تتكلم عن حب لا يأتي فقراءة قصائد المجموعة عامة تحملنا الى عالم حب مقيم ..لم يبتعد ولم يهاجر.
القصيدة الاولى عالم من الحزن والحسرة وصور ونبض مع سمات "ماغوطية." موسيقى القصيدة كمعظم قصائد المجموعة واضحة بيّنة في النبض والايقاع تتشكل من خلال تجربة لا تعوزها الحرارة من تقطيع الجمل وتنظيم مواقع الكلمات وتتحول الحال احيانا الى ما اطلق عليه اسم "الموسيقى الداخلية"
عنوان القصيدة هو "شاعرة." انها عن عبثية الكلام ولاجدواه او عبثية الشعر وهي تشكل نموذجا كبير الشبه بما يأتي بعده. تقول "لا احد يتفيء بالشعر/سأموت ../ لكن جنازتي تعبر../ بلا اكاليل / مطر../ لن يقرأ احد القصيدة / يظل ديواني الاخير اخرس على الرفّ.." ثم تقول "امي وحدها ..تزرع يدها سروة في قلبي / تأخذني الجنة / الجنة الفارغة مني."
في قصيدة "جنة في الطريق" تفلسف حزين في صور ومجازات اذ تقول الشاعرة "الوجود داخلي../ يقرؤني سلامه كل صباح/ افتح عينيّ/ امدّ له يدي ( تنبلج منهما عشر زهرات وبحيرة ...) ان الحزن خلق وحيدا ( ليموت وحيدا."
في قصيدة "رغيف ينبض" مطلع يحمل غلطتين من حيث سوء فهم عمل "كان واخواتها" مع اسمها وخبرها. تقول الشاعرة "هل كان لك يوما قلبا ساخنا كخبز محروق في التنور..) هل تذوقت دموع الفقر.. ( هل شممت رائحة الجوع) وانزرعت في وحدة قاحلة ( هل .."
في قصيدة "الحرية ان لا تنتظر شيئا" تقول الشاعرة في صور موحية وموسيقى تحمل الى الذهن صورة افول ينساب حزنا "انت تكتب حزنك/ ان الحزن يفقد ذاكرته / يعرف موعد الرحيل /والموت الذي لا يبالي بنا/الموت العابر المقيم/ الوجه الثالث والاخير لحياتك/ الوقت يمر كما هو /احمل قدميك وامض حيث تريد / افرد اصابعك العشر." .. انها هنا العشرة لا العشر.
في قصيده "هي" صورة جميلة ترد بهدوء تقول "كان صوتي حكاية../ لم يرتق لان يكون اغنية / صوتي ليس جميلا../ انه فقط عميق ولا يتكلم."
قصيدة "بعيدة حتى انني لا اتي" تسيل حزنا دون دوي حزنا هادئا كالاعترافات .تقول "كل يوم ../ تسقط شيئا/وكأنك ذاهب للموت بطيئا ... / من قال لك اننا نحب الشعر../ ان الشعر يذكرنا / كم اننا لا نملك سوى قلوب تضيق../كثقب ابرة ..."
الا انها من خلال كل ذاك الحزن وما يبدو تشاؤما تتصرف مثل كثير من كبار المتشائمين ومنهم في العربية ايليا ابو ماضي اي تصل الى حل ما كي تستمر الحياة. تقول "لاتحزن كثيرا ../ثمة اشياء لا تستحق الحزن من اجلها /كأن تفقد صورك القديمة او تضيع يدك من الحقيبة /ما زال ثمة وقت / ثمة طريق لا ينتهي الا اذا انتهينا."
في قصيدة "على حافة الجنون" عودة الى الصور وان جاء بعضها غامضا في مدلولاته والى التوتّر المموسق في شكل جميل ..وكذلك الى الاخطاء وهي مرة اخرى تتعلق بكان واسمها وخبرها. تقول "حين يكون كل شيء بخير نزرع وردة على السنتنا / نقبّل الشمس باجسادنا/نضحك على حماقات البندقية / يكون الرصاص اجنحة /والاصابع طيور والاصوات غيوم." وتضيف "حين يكون كل شيء بخير../ اثق بالالوان/ ثمة تفسير للحياة لا يعنيني/لا انتظر الغد/الغد الذي لا يأتي/ يكون الغد السابق."
في "منفى" شيء من اجواء بعض قصائد محمد الماغوط الاولى. تقول "لم يا وطني.. / امسح جبينك/فتقطع يدي../ اشرع ابوابي / ونوافذ روحي / فلا تعرفني بواديك..."
في "شهوة الريح" اجواء حزن وجمال وتكرار لاخطاء بدائية. "حين يمر بي العمر /متروكة في رباط/ سأذرّ شهوتي للريح تعبث بها / عجوز وحيدة ../مفلسة /اقلب صوري القديمة /اسمع اغنياتي / اجوع للحب .."
ونعود الى الاخطاء في قولها "لو مرت ستون سنة/ او خمسة وستون.." عوضا عن خمس. وتضيف قائلة "متروكة في غرفة قديمة /صبيان الحي يلعبون بالكرة .../ الشابات يمرون على بابي /ولا يدخلون .."
ومن الاخطاء تنوين الممنوع من الصرف توهما ان ذلك يحق للشاعر. والواقع ان ذلك يحق للشاعر الذي يتبع وحدة الوزن والقافية لا لمن يكتب قصيدة النثر او الشعر الحر ومن ذلك ايضا هفوات مثل استعمال اداة الجزم وبعدها فعل ينتهي بحرف علة والابقاء على هذا الحرف رغم الجزم.
بعض القصائد القصيرة جدا يتمثل بقصيدة "تفسير" التي تقوم على فكرة. قالت الشاعرة "الارواح احلام / لا تتحقق."

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