AVIATION OUTLOOK
New Distribution Capability (NDC). When the vast majority of buyers will be exposed to it is hard to predict, but it’s likely it will be beyond 2020, and even 2021. Nonetheless, “travel man- agers should start to make it a key requirement to get NDC content from their TMCs when launching RFPs”, advises Lufthansa’s Willa. However, one concerned travel manager says although there is the promise of more choice via the unbundling of fares, as well as rich content, “I’m still trying to work out exactly what it means and how it can provide a better offering to travellers.” The outcome could be that the airlines will
be the only ones that can work out the cheapest fares, with less transparency, since personali- sation, fare bundling and negotiated rates will all be thrown into the mix. There will also be an indefinite number of pricing points instead of the current 26 booking classes. “It could make it much harder to shop around and compare flights on a like-for-like basis. Evolution in this area needs to bring sim- plicity to bookers and buyers alike,” explains Jessica Gallimore, head of proposition, air and ancillaries, at Capita Travel and Events. If there was ever a time when buyers need
to be top of their game, it’s right now. “There’s complexity and uncertainty in what the market is providing,” says another travel manager anonymously. “The issues going forward into next year are to do with the volume of informa- tion and the pace of change that’s happening. This creates a bottleneck when it comes to decision-making.”
Buyers need to take action now.
buyingbusinesstravel.com
ENVIRONMENTAL QUESTIONS
Climate issues topped the agenda at the Paris Air Show in June this year while some airlines, such as KLM with its “fly responsibly” campaign, are even encouraging passengers to take the train for shorter journeys. “Today, a passenger on a return flight in economy to
New York produces one tonne of CO2. But in 2018, the average person’s UK emissions from all other activities was just 5.4 tonnes,” explains Tim Johnson, director at the Aviation Environment Federation. “At the same time over half of airlines, globally, do not offer a carbon offset scheme and uptake among those that do is typically 0.1 per cent of passengers.” There is a growing demand for emissions reporting, and more interest in how that data can inform travel policies. “Companies are choosing routes with lower associated emissions and selecting best-in-class suppliers that champion sustainable services; as well as purchasing carbon offsets that align with their corporate values,” explains Michelle Dyer, vice-president, risk and compliance, American Express Global Business Travel. Buyers should look into aligning travel policies to
support emissions reduction targets and drive employ- ee behaviour, such as only flying when necessary. “Once these policies are in place, they must work with
partners to calculate travel-related emissions and track progress on reductions, as well as offset them,” says Vaughan Lindsay, chief executive of carbon offset services company ClimateCare.
SEPTEMBER/OCTOBER 91
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