SO BUSINESS VOYAGERS are more worried about their security, yet are progressively utilising ‘sharing economy’ applications and administrations that are regularly less managed than their conventional partners [Security fears grow for business travellers].
THE RESULTS ARE NOT STUNNING, rather evidence that for all the “talk”
conducted over the past few years and all the inadequate purchases/wastage chasing ridiculous “duty-of-care” solutions, companies still haven’t got even basic travel safety systems and resources in place.
I MAY BE WRONG but I was under the impression that it was not possible for governments to provide financial intervention for failing airlines [Air Berlin files for administration]. Perhaps there is one rule for the German government and another rule for other EU members. Can anyone enlighten or correct me?
“CLOSE TO CURRENT CHARGES” they say, yeah... I somehow don’t believe them and I expect a significant increase, unfortunately [Heathrow
BBTWEETS
Travel tweeters: follow us on @BBT_online and @TravelbizPaul
Since the EU referendum UK exports have increased by 11.4%, as British goods and services are in demand across the world, ONS figures show.
Hurtling through tube depressurised to equiv. 200,000ft altitude – is @HyperloopOne future of ground transport?
#AirBerlin insolvency will be a battle royal. @lufthansa wants control of the market capacity while @Ryanair cries foul on market comp grounds
#Brexit On customs, only when progress on orderly withdrawal. Frictionless trade not possible outside Single Market & Customs Union.
If I can freeze @TfL fares, there is no reason why the government can’t do the same for national rail and commuter services
makes vow on airport charges]. Obviously, I’d love to be wrong about this. We will find out soon enough, I guess.
HOW CAN VIRGIN retain its UK traffic rights when it is 80 per cent owned by the Delta/Air France-KLM grouping [Air France-KLM to buy stake in Virgin Atlantic].
It is no longer a UK airline, despite the Union Jacks painted on the aircraft.
WHAT WE ALSO NEED is to integrate rail and air platforms, so, for example, you could buy a ticket from London to New Haven getting a train from Newark, or a ticket from Birmingham to Dubai, getting a train to London, Charles de Gaulle or Schiphol [Amadeus looks to grow GDS rail platform].
YOU CAN GET A TICKET from Heathrow to New Haven, on United, and have been able to do so for over a decade. It was a far-sighted initiative on the part of Continental Airlines, who also introduced air-rail booking from any airport to Stamford (Connecticut), Philadelphia and Wilmington (Delaware). There are relatively few other examples of integrated air-rail
ticketing, and some research suggests that this is because people don’t actually want it.
YOU CAN ALSO GET a through Great Western Railway ‘interline’ air ticket with the following operators from Heathrow: British Airways, Singapore Airlines, Avianca, Gulf, Cathay Pacific, Royal Brunei, Oman Air and Saudia, via all GDSs, including Amadeus. These tickets are available
to/from 21 GWR stations in the UK, including Oxford, Bath, Bristol, Cardiff, Exeter, Plymouth, Penzance and Swansea. We’re adding more airlines all the time and will soon offer connectivity via Gatwick.
IF HOTEL CHAINS WANT to keep a strong relationship with TMCs and yet continue to drive direct bookings and loyalty, they need to open up direct APIs in line with the approach airlines are taking with NDC [Hotels: the cost of loyalty schemes]. That keeps both sides of the partnership happy: TMCs can offer the hotel’s direct content within their own booking tools and the hotel is getting bookings through their own distribution channel.
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