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Four Seasons launches Bali’s first hotel arrival by river raft

April 24, 2019 by Forimmediaterelease

Famed for its dramatic treetop arrival via a suspension bridge, the World’s #1 Hotel is now offering guests a 180-degree change of perspective, with Bali’s first hotel arrival by river raft.

Submerged in a river valley close to the artistic center of Ubud, Four Seasons Resort Bali at Sayan has launched the innovative rafting check-in as an option for guests transferring from its sister Resort, the beach-front Four Seasons Jimbaran Bay on Bali’s south-west coast. Instead of the usual 90-minute road transfer, travellers combining a stay at both Resorts can instead be taken by private car (60 minutes’ drive) to the departure point for a two-hour rafting adventure down Bali’s longest river, the Ayung. While they enjoy a leisurely guided adventure through Class III rapids with views of lush jungle, rice terraces and majestic gorges, their luggage continues by car and precedes their arrival at Four Seasons Resort Sayan.

After discovering secluded sites – including a natural holy spring and an historic dam belonging to Bali’s th-century UNESCO World Heritage-listed subak irrigation system – rafters land directly at the Resort’s Riverside Restaurant. Waiting staff ensure a seamless check-in and within minutes guests are relaxing in their room, delivering a hotel arrival unlike any other.

“The Resort is well known for its magical rooftop arrival. Many guests stop in their tracks and are even brought to tears as they cross the bridge, full of wonder and awe, listening to the forest ‘symphony’ and descending into the hotel from the treetops. This new arrival by river offers the opposite view with a slow reveal from under the canopy of trees, making it perfect for repeat guests who have experienced the bridge arrival before,” says Resort Manager Gianni Costa. “It does not feel like a check-in experience, but rather a transition to another world, welcomed by the friendliest people on Earth.”

Travel News | eTurboNews

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IMEX to deliver surprise and creativity with new Discovery Zone

April 15, 2019 by Forimmediaterelease

Holograms, robots, magic, music and art are among the surprises set to inspire and delight attendees at IMEX in Frankfurt, taking place 21- 23 May.

The show’s new Discovery Zone is packed with education and experiences to fire up the imagination of event planners and exhibitors alike. It’s designed to help them to question the conventional and explore fresh approaches to business events, with a strong emphasis on ‘experiential’.

Carina Bauer, CEO of the IMEX Group, explains: “There are some surprises in store for attendees this year! We don’t believe in ‘business as usual’ and are always evolving and looking for new and engaging ways to encourage innovation in the industry – our new Discovery Zone is the perfect way to do this.”

Robots and holograms

Many innovations at the Discovery Zone turn conventional thinking on its head. Think a piano is played using hands? Think again! ‘Mister Piano’ is a walking piano played using the feet and attendees can put their fancy footwork to the test to hit the right notes. Attendees can also go hands-on and tap into their inner artist at a painting party, craft their own bespoke luggage tags and even take part in fire-infused magic tricks. A talking robot, holographic show and 360degree photography booth are also among the engaging experiences this year.

Practical applications of event tech, diversity and a firm focus on future-thinking all form part of a packed program of sessions at The ZEUS Innovators Club. Attendees will also find the Inspiration Hub – the show’s learning powerhouse – in the Discovery Zone, with sessions covering hot topics such as sustainability and diversity to business skills and creative learning.

Tap into your creative streak at the new Discovery Zone

Fresh green grass and a swing

Prepare for sensory overload and explore the great outdoors while dining indoors at the show’s food court – this has been transformed into Central Park, complete with trees, grass and even a swing! Attendees can also kick back with table football, table tennis and other games for some purposeful rest and relaxation.

Carina Bauer continues: “We know our show delivers significant business benefit to buyers and exhibitors. We also know it’s important for them to have the time and space to experiment, discover new experiences and gather fuel for fresh, innovative ideas. Our new Discovery Zone is set to deliver a huge dose of creativity, with a few surprises along the way. Inspired by this year’s Imagination Talking Point, we asked….what if we wove more experiential and fun elements into the show? What if that translated into more business benefit for everyone attending?”

As well as exploring the new corners of the show, attendees can explore new corners of host city, Frankfurt, thanks to a new interactive accommodation booking map. The map on the IMEX website, powered by Stay 22, provides a simple and efficient overview of many of the independent accommodation options in and around the German city.

Some of the IMEX team took an extended day trip to Frankfurt earlier this year to sample hidden coffee shops, bars, museums and parks in the city. They share memories and tips here.

IMEX in Frankfurt takes place 21 -23 May 2019. Registration for the show is free of charge and open to all who work in the meetings, events and incentive travel industry. EduMonday, its pre-show day of learning and development, is on 20 May (no charge to attend) at Kap Europa next to Messe Frankfurt. 

 

Travel News | eTurboNews

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Ethiopian Airlines has a statement on preliminary crash report

April 4, 2019 by Forimmediaterelease

Ethiopian Airlines had a tragic year so far, but it appears without fault to the carrier. The preliminary report about ET 302 crash on March 10 came in and the airline responded with the following statement:

The preliminary report clearly showed that the Ethiopian Airlines Pilots who were commanding Flight ET 302/10 March have followed the Boeing recommended and FAA approved emergency procedures to handle the most difficult emergency situation created on the airplane. Despite their hard work and full compliance with the emergency procedures, it was very unfortunate that they could not recover the airplane from the persistence of nose diving. As the investigation continues with more detailed analysis, as usual, we will continue with our full cooperation with the investigation team.

Group CEO, Tewolde GebreMariam said that “ All of us at Ethiopian Airlines are still going through deep mourning for the loss of our loved ones and we would like to express our deep sympathy and condolences for the families, relatives, and friends of the victims. Meanwhile; we are very proud of our pilots’ compliances to follow the emergency procedures and high level of professional performances in such extremely difficult situations. We are also very proud of our Global standard Pilot Training Center and the Ethiopian Aviation Academy which is one of the largest and most modern in the world equipped with state of the art and latest training technologies.

I would also like to take this opportunity to thank our valued customers, the traveling public, the media and Global aviation professionals for the remarkably high level of a vote of confidences and strong support that you have been giving us starting from the day of this tragic accident. We will double our efforts every single day to win your confidence and earn your business. Your Safety will remain our top most priority and we will continue to work together with our partners around the world to make air travel safer and more comfortable. My highest appreciation also goes to my 16, 000 colleagues at Ethiopian Airlines for their resilience, high standards of professionalism and their continued commitment for operational excellence and their award-winning customer services which enabled us to continue our business without any operational disruption, flight delays or flight cancellations.”

Ethiopian Airlines (Ethiopian) is the fastest growing Airline in Africa. In its seventy plus years of operation, Ethiopian has become one of the continent’s leading carriers, unrivalled in efficiency and operational success.

Ethiopian commands the lion’s share of the Pan-African passenger and cargo network operating the youngest and most modern fleet to more than 119 international passenger and cargo destinations across five continents. Ethiopian fleet includes ultra-modern and environmentally friendly aircraft such as Airbus A350, Boeing 787-8, Boeing 787-9, Boeing 777-300ER, Boeing 777-200LR, Boeing 777-200 Freighter, Bombardier Q-400 double cabin with an average fleet age of five years. In fact, Ethiopian is the first airline in Africa to own and operate these aircraft. Ethiopian is currently implementing a 15-year strategic plan called Vision 2025 that will see it become the leading aviation group in Africa with Six business centers: Ethiopian International Services; Ethiopian Cargo & Logistics Services; Ethiopian MRO Services; Ethiopian Aviation Academy; Ethiopian ADD Hub Ground Services and Ethiopian Airports Services. Ethiopian is a multi-award winning airline registering an average growth of 25% in the past seven years.

Mr. Asrat Begashaw

Manager Corporate Communications, Ethiopian Airlines

Tel 🙁 251-1)517-89-07/656/165/913/529

[email protected]

www.ethiopianairlines.com

www.facebook.com/ethiopianairlines

www.twitter.com/flyethiopian

Travel News | eTurboNews

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Aviation Safety: Fatigue management

March 28, 2019 by Forimmediaterelease

In aviation operations, managing fatigue is important because it diminishes an individual’s ability to perform almost all operational tasks. This clearly has implications for operational efficiency, but in situations where individuals are undertaking safety-critical activities, fatigue-effected performance can also have consequences for safety outcomes. Fatigue is a natural consequence of human physiology.

Because fatigue is affected by all waking activities (not only work demands), fatigue management has to be a shared responsibility between the State, service providers and individuals.

A brief history of flight and/or duty limitations

For most workers, hours of work are part of the working conditions and remuneration packages established through industrial agreements or social legislation. They are not necessarily established from a safety perspective.

However, the need to limit pilots’ flight and duty hours for the purpose of flight safety was recognized in ICAO Standards and Recommended Practices (SARPs) in the first edition of Annex 6 published in 1949.  At that time, ICAO SARPs required the operator to be responsible for establishing flight time limits that ensured that “fatigue, either occurring in a flight or successive flights or accumulating over a period of time, did not endanger the safety of a flight”. These limits had to be approved by the State.

By 1995, ICAO SARPs required States to establish flight time, flight duty periods and rest periods for international flight and cabin crew. The onus was on the State to identify “informed boundaries” that aimed to address the general fatigue risk for flight operations nationally. At no time have ICAO SARPs identified actual flight and duty hours because it had proven impossible to identify global limits that adequately addressed operational contexts in different regions.While ICAO SARPs apply only to international operations, many States also chose to establish similar flight and duty time limitations for domestic operations. States generally used the same flight and duty limits for helicopter crew as for airline crew.

The fallacy of flight and/or duty limitations is that staying within them means that operations are always safe. Buying into this fallacy suggests that scheduling to the limits is enough to manage fatigue-related risks. However, more recent SARP amendments related to prescriptive limits have highlighted the responsibilities of the operator to manage their particular fatigue-related risks within the limits using their SMS processes.

And then there was FRMS….

Fatigue Risk Management Systems (FRMS) represent an opportunity for operators to use their resources more efficiently and increase operational flexibility outside the prescriptive limits, whilst maintaining or even improving safety. In implementing an FRMS, the onus shifts to the operator to prove to the State that what they propose to do and how they continue to operate under an FRMS, is safe.

In 2011, SARPs enabling FRMS as an alternative means of compliance to prescriptive limitations were developed for aeroplane flight and cabin crew (Annex 6, Part I).  At the time of development, it was necessary to address concerns that airline operators would take this as an opportunity to schedule purely for economic benefits at the cost of safety. Therefore, while often referred to as “performance-based” approach, the FRMS SARPs are nevertheless very prescriptive about the necessary elements of an FRMS and require the explicit approval of an operator’s FRMS by the State.

Since then, similar FRMS SARPs were made applicable for helicopter flight and cabin crew in 2018 (Annex 6, Part III, Section II).

But what about air traffic controllers?

Despite their obvious impact on flight safety outcomes, ICAO SARPs have never required the hours of work to be limited for air traffic controllers even though some States have had hours of duty limitations for air traffic controllers for many years. This is about to change. Amendments to Annex 11, becoming applicable in 2020, will require that ICAO States establish duty limits and specify certain scheduling practices for air traffic controllers. As for international airline and helicopter operations, States will have the option of establishing FRMS regulations for air traffic service providers.

Fatigue Management SARPs today

Today, ICAO’s fatigue management SARPs support both prescriptive and FRMS approaches for managing fatigue such that:

  • Both approaches are based on scientific principles, knowledge and operational experience that take into account:
    • the need for adequate sleep (not just resting while awake) to restore and maintain all aspects of waking function (including alertness, physical and mental performance, and mood);
    • the circadian rhythms that drive changes in the ability to perform mental and physical work, and in sleep propensity (the ability to fall asleep and stay asleep), across the 24h day;
    • interactions between fatigue and workload in their effects on physical and mental performance; and
    • the operational context and the safety risk that a fatigue-impaired individual represents in that context.
  • States continue to be obliged to have flight and duty time limitations but are under no obligation to establish FRMS regulations. Where FRMS regulations are established, the operator/service provider, can manage none, some or all of its operations under an FRMS, once approved to do so.
  • Prescriptive fatigue management regulations now provide the baseline, in terms of safety equivalence, from which an FRMS is assessed.

In practice…

In Airlines:  The Fatigue Management amendments to the Annex 6, Part I, in 2011 led many States  to reviewing their prescriptive limitation regulations for pilots based on scientific principles and knowledge (refer text box) and identifying further requirements for operators to manage their fatigue-related risks within the prescribed limits.  Fewer States have reviewed their prescriptive limitation regulations for cabin crew.

In every case, despite a refocus on providing adequate opportunities for sleep and recovery, altering existing flight and duty limitations remains a very sensitive and difficult task because it impacts income and work conditions as well as the constraints of pre-existing employment agreements. It is made even more challenging for States whose flight and duty time limitations are legislated.

Where States have reviewed their prescribed flight and duty limits, the increased awareness of the relationship between sleep and performance has served to highlight the responsibilities of the individual crew member and the airline to manage fatigue, and in some cases have resulted in the prescribed limits sitting alongside a set of regulations  that make these responsibilities more explicit, e.g. the FAA’s Fatigue Risk Management Program, EASA’s Fatigue Management requirements, CASA’s Fatigue Management requirements and CAA South Africa’s Fatigue Management Program.

The scientific principles of fatigue management

 

  1. Periods of wake need to be limited.  Getting enough sleep (both quantity and quality) on a regular basis is essential for restoring the brain and body.
  2. Reducing the amount or the quality of sleep, even for a single night, decreases the ability to function and increases sleepiness the next day.
  3. The circadian body-clock affects the timing and quality of sleep and produces daily highs and lows in performance on various tasks.
  4. Workload can contribute to an individual’s level of fatigue.  Low workload may unmask physiological sleepiness while high workload may exceed the capacity of a fatigued individual.

Many States have established, or plan to establish, FRMS regulations, often at the encouragement of their airlines. The FRMS challenge for States continues to be whether they have the resources to provide the necessary oversight from a scientific and performance-based perspective, particularly when the same regulations usually apply to a variety of domestic flight operations. While FRMS requirements are onerous and time-consuming, the few airlines who have so far managed to get FRMS approval for particular routes have found the operational flexibility gained to be worth the effort.

General scheduling principles

 

  1. The perfect schedule for the human body is daytime duties with unrestricted sleep at night. Anything else is a compromise.
  2. The circadian body clock does not adapt fully to altered schedules such as night work.
  3. Whenever a duty period overlaps a crew member’s usual sleep time, it can be expected to restrict sleep. Examples include early duty start times, late duty end times, and night work.
  4. The more that a duty period overlaps a crew member’s usual sleep time, the less sleep the crew member is likely to obtain. Working right through the usual nighttime sleep period is the worst case scenario.
  5. Night duty also requires working through the time in the circadian body clock cycle when self-rated fatigue and mood are worst and additional effort is required to maintain alertness and performance.
  6. The longer a crew member is awake, the worse their alertness and performance become.
  7. Across consecutive duties with restricted sleep, crew members will accumulate a sleep debt and fatigue-related impairment will increase.
  8. To recover from sleep debt, crew members need a minimum of two full nights of sleep in a row. The frequency of recovery breaks should be related to the rate of accumulation of sleep debt.
  9. Keep short notice changes to a minimum, especially where they infringe or overlap the  Window of Circadian Low (WOCL).
  10. Duty periods associated with high workload (such as multiple, challenging landings and in marginal weather conditions) may need to be shortened and extensions avoided where at all possible.

In Helicopter Operations:  For some States, the recent amendments to Annex 6, Part II (Section II) have highlighted the need to establish flight and duty time limits for helicopter crew members that better relate to the context of helicopter operations, rather than using the same limits as for airline pilots. Within those limits, the helicopter operator is expected to build crew schedules that use both fatigue science and operational knowledge and experience.

A new fatigue management guide for helicopter operators, currently under development in ICAO, identifies general scheduling principles based on fatigue science to guide helicopter operators in building “fatigue-aware” schedules that offer optimum opportunities for sleep and recovery (refer text box).

The particular challenge in helicopter operations, however, is that so many helicopter operations are unscheduled. While some helicopter operators will be able to operate within prescribed limits and effectively manage fatigue risks using an SMS, many types of helicopter operations, such as those that require unscheduled, immediate responses, possibly in high-risk settings, will benefit from the operational flexibility and safety gains of an FRMS.

In Air Traffic Control Services: Next year, States are expected to have established prescriptive work hour limits for air traffic controllers, while FRMS regulations remain optional and can be established at any time. However, the nature of the relationship between the Air Navigation Services Provider (ANSP) and the State will influence how the implementation of fatigue management regulations will unfold. In most cases, the State provides oversight of only one ANSP and although there is a current trend for privatisation, many of the ANSPs are fully or partially owned by the State.

In an industry sector that is often largely self-regulated, the distinction between a prescriptive fatigue management approach and FRMS may become blurred. However, a refocus on safety and not only organisational expediency or personal preference is likely to have substantial effects on the way controllers’ work schedules are built in ANSPs across the world. This is a “watch this space”.

Fatigue Management Guidance for ICAO States

The Manual for the Oversight of Fatigue Management Approaches (Doc 9966) received another update this year – Version 2 (Revised) – and an unedited version (in English only) will shortly replace the current manual available for download here. On this website you can also find the following:

  • Fatigue Management Guide for Airline Operators (2nd Edition, 2015)
  • Fatigue Management Guide for General Aviation Operators of Large and Turboject Aeroplane (1st Edition, 2016)
  • Fatigue Management Guide for Air Traffic Service Providers (1st Edition, 2016)
  • The Fatigue Management Guide for Helicopter Operators (1st Edition) is expected to be available later this year.

The Fatigue Management Guide for Helicopter Operators (1st Edition) is expected to be available later this year.

The author, Dr. Michelle Millar, is the Technical Officer (Human Factors) and the NGAP Program Manager at ICAO. She heads the ICAO FRMS Task Force and has been involved in the development of ICAO fatigue management provisions since 2009. Her academic background is in sleep, fatigue and performance.

 

Travel News | eTurboNews

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Aloha is not “Aloooooha”: Stop visitors from offending Hawaiians

March 24, 2019 by Forimmediaterelease

Do not say ALOHA or better ALOOOOOHA when visiting Hawaii.

“Those of you particularly in the tourist industry and in entertainment, stop saying “ALOOOOOOOHA”.  There is no such word and as the Hawaiian Queen said herself, they have stolen the country, and now they want to redo our language. Stop it. Just stop, It’s Aloha, not Alooooooha.”, said Adam Keawe Manalo- Camp, a native Hawaiian resident on Oahu.

Hawaii visitors and the travel and tourism industry together with the entertainment world is making Hawaiians very angry. Hawaiians think the largest industry in the State of Hawaii misusing the word “Alooooha” is disrespecting them and their rich ancient culture.

The Hawaii Tourism Authority should better educate stakeholders and visitors on cultural concerns native Hawaiian people raise. HTA must put an increased effort in on managing tourism and not just look at increasing arrival numbers. Increasing arrival numbers may not be a good indicator for a healthy tourism industry anymore.

With mass tourism and thousands of visitors arriving and leaving the US Pacific State every single day, it appears a boiling point is on the horizon. There may be is an urgent and immediate need to keep this industry safe and profitable. The largest industry in the State of Hawaii is seen as a business of invasion and disrespect by many.

Are you planning to travel to Hawaii? Are you operating a tourist attraction in the “Aloha State?” Overtourism comes with great concerns, and a massive number of people on Waikiki’s sidewalks, restaurants, hotels, and shopping malls, and beaches are a good indication there is a limit to tourism.  Has this limit been reached? Native Hawaiians are even more concerned. They are worried the travel and tourism industry is overwriting their rich Hawaiian Culture. For them shouting out “Alooooha” is a good indication.

A recent discussion on the eTurboNews Publishers Facebook points out such concerns.

Derek Hiapo told eTN: “To use the HAWAIIAN word “ALOHA” I need to make something VERY CLEAR!!  HAWAIIANS AND THE USE OF OUR LANGUAGE have been taken over by people who have NEVER known the true meaning of the word. For us kanaka maoli, we have had EVERYTHING stolen from us by people who are intent on raping us of EVERYTHING WE HAVE!!! The meaning of aloha cannot be lived or practiced, when what people have learned about the word “aloha” was taught to them at the usual tourist luau with someone onstage screaming the word and giving some halfwitted story about what that word means.

THERE’S WAY MORE MEANING TO THE WORD ALOHA AND THE PRACTICE OF LIVING ALOHA!!! You ask where is the aloha?? Being chased off of, and away from, it’s native homeland!! Where is the aloha?? In the bank accounts and pockets of all who’ve come to Hawaii to make their money at the cost of us kanaka maoli!! Where is the aloha?? In the twisted history being taught to the world that says that Hawaii was “saved” by America and not being told the TRUTH behind the theft of our internationally recognized sovereign kingdom. People want us to show ALOHA, but all we’ve been shown is disrespect, poverty, death, and the bastardization of our culture for the benefit of the illegal foreign occupier.”

Adam added this story:

“A long time ago, there lived a Hawaiian family. They worked the land for generations. Then one day there appeared a stranger. He was a haole guy (caucasion guy) who got lost and stumbled upon the Hawaiian family.

They told him where to go back but they invited him to stay with them as he seemed to have a cold. He lived with them for a week and they took care of his needs. He eventually left.
Then soon afterward, the family got sick and only the mother was left. The man returned and brought his Japanese friend. They stayed in the Hawaiian family’s house. The Hawaiian mother took care of them as she was still in mourning. The haole guy and the Japanese guy decided that it would be great if others could experience her hospitality and “the culture”.

They devised plans and started a tour business. When the Hawaiian woman began to complain as she now was being forced to work under them in her own land, they asked her, “Where was your Aloha Spirit? Don’t be such an angry Kanaka” She then began to be quiet. Then more of her time and food was being given to the strangers. She then complained again.

This time the haole guy said “Okay let’s be fair and democratic about this. Let’s vote. ” The haole and Japanese guys voted to keep the Hawaiian woman as their employee while taking over her family’s lands. And that, in a nutshell, is what is happening in Hawai’i.”

Aloha is not only a magical word for Hawaii but was stolen further by destinations like Hainan, China. The Chinese destination is fully banking and integrating on the magic this word had for many and is further offending native people in Hawaii.

The overthrow of the Kingdom of Hawaii began on January 17, 1893, with a coup d’état against Queen Liliʻuokalani on the island of Oahu by subjects of the Kingdom of Hawaii, United States citizens, and foreign residents residing in Honolulu.

Read what the Queen said in 1907:

The Hawaiian Queen comment on the word ALOOOOHA

Wikipedia posted: Liliʻuokalani was born on September 2, 1838, in Honolulu, on the island of Oʻahu. While her natural parents were Analea Keohokālole and Caesar Kapaʻakea, she was hānai (informally adopted) at birth by Abner Pākī and Laura Kōnia and raised with their daughter Bernice Pauahi Bishop. Baptized as a Christian and educated at the Royal School, she and her siblings and cousins were proclaimed eligible for the throne by King Kamehameha III. She was married to American-born John Owen Dominis, who later became the Governor of Oʻahu. The couple had no biological children but adopted several. After the accession of her brother David Kalākaua to the throne in 1874, she and her siblings were given Western style titles of Prince and Princess. In 1877, after her younger brother Leleiohoku II’s death, she was proclaimed as heir apparent to the throne. During the Golden Jubilee of Queen Victoria, she represented her brother as an official envoy to the United Kingdom.

Liliʻuokalani ascended to the throne on January 29, 1891, nine days after her brother’s death. During her reign, she attempted to draft a new constitution which would restore the power of the monarchy and the voting rights of the economically disenfranchised. Threatened by her attempts to abrogate the Bayonet Constitution, pro-American elements in Hawaiʻi overthrew the monarchy on January 17, 1893. The overthrow was bolstered by the landing of US Marines under John L. Stevens to protect American interests, which rendered the monarchy unable to protect itself.

The coup d’état established the Republic of Hawaiʻi, but the ultimate goal was the annexation of the islands to the United States, which was temporarily blocked by President Grover Cleveland. After an unsuccessful uprising to restore the monarchy, the oligarchical government placed the former queen under house arrest at the ʻIolani Palace. On January 24, 1895, Liliʻuokalani was forced to abdicate the Hawaiian throne, officially ending the deposed monarchy. Attempts were made to restore the monarchy and oppose annexation, but with the outbreak of the Spanish–American War, the United States annexed Hawaiʻi. Living out the remainder of her later life as a private citizen, Liliʻuokalani died at her residence, Washington Place, in Honolulu on November 11, 1917.

It appears the problem of overtourism and local culture is not unique to Hawaii.
Barcelona also thinks Tourism is an invasion, but ETOA doesn’t want tourists to go home yet 

Travel News | eTurboNews

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