April 28, 2023
The Los Cabos tourism fund (FITURCA), which heads most of the promotion of the destination, released the results of polls that they conducted on tourists as they were leaving the destination during the spring break season.
According to Rodrigo Esponda, the head of the organization, over 90% of those polled were pleased with their Cabo vacation.
Esponda did admit that Cabo is facing some big challenges thanks to the dramatic increase in the number of travelers that head to the region.
According to FITURCA the Cabo airport saw a 25% increase in the number of travelers that passed through its gates.
Compared to the same months in 2022. This has caused some concerns that long lines will be a constant at the Cabo airport.
At least until upgrades to the facility are completed. There are plans to add a completely new terminal and expand existing ones over the next couple of years.
Despite The Challenges, Why Do Travelers Overwhelmingly Approve Of Their Cabo Vacation?
Lines at the airport, particularly during the peak spring season and the end-of-the-year surge, may be hard to avoid due to what Esponda explained, with the demand for flights to Los Cabos increasing.
Once at their Cabo resort, though, travelers are likely to experience fewer crowds than at other destinations.
Simply put, many of the high-end all-inclusive resorts in Los Cabos feature fewer rooms than they do in other destinations within Mexico and other parts of the world.
For example, the Grand Solmar resort in Cabo San Lucas, which was recently awarded the all-inclusive resort with the best pool in Mexico by Forbes Magazine, features only about 270 rooms.
The resort still has 7 unique restaurants or bars to cater almost exclusively to guests at the hotel. This means that even at full capacity, these resorts won’t tend to feel as crowded.
Particularly compared to how tourists tend to feel at the larger 1,000-room resorts that can be found in abundance at other Mexican beaches.
Thanks to the fact that the resort is not as crowded, service at the different restaurants or even amenities that the hotel offers is usually more efficient and even more personal.
Better Quality Across The Board
What keeps people coming to Cabo is not just the fact that the resorts are less crowded. As we’ve alluded to, though, resorts are built to be able to provide better quality service to fewer people.
Part of that better service is offering superior quality food and drinks to guests. For starters, high-end brands that typically don’t offer all-inclusive deals for their hotels in other places do so in Los Cabos.
If you’re staying at a hotel like the Grand Velas on an all-inclusive deal that’s worth $1,500 dollars a night, it would be an insult to be served cheap wine and spirits.
Hotel brands understand that the destination caters to tourists who are looking for a real luxury experience. They’ve shown that they are more than willing to provide these types of experiences.
Does this mean that travelers to Cabo will have to spend a bit more on their vacation? It might, but that extra money is typically money well spent. At least 90% of the travelers polled by FITURCA would agree.
The Desert By The Beach
Apart from the opportunity to experience a luxury vacation, travelers to Cabo have the chance to take advantage of the area’s unique position in the world.
It’s a beach town surrounded by a desert. That makes for very interesting designs in Cabo’s golf courses.
Some of the top players in the world have come to design courses in the region that provide truly appealing challenges to players.
It’s not just golf courses that take advantage of the terrain. There are multiple hiking spots in the Cabo region that travelers enjoy.
Tours include ATV rides or even horseback riding on the Cabo cliffside. Cabo’s geographical position means it’s typically not going to be as hot during the summer as other Mexican beaches.
That’s one of the main reasons different whale species also pick the area to have their calves. All of these elements add up to provide an experience that travelers seem to overwhelmingly enjoy!
Expedia, the travel company, has released its 23rd annual report on vacation deprivation, detailing how people have been deprived of vacation days, reaching a 10-year high, at a time when working adults face a context of inflation, labor shortages in the workplace and busy schedules.
“Despite these hurdles, 81% of global travelers plan to do as many, if not more, trips as possible in 2023, committing to travel ‘no matter what,’” the report said.
Expedia consulted more than 14,500 people in 16 countries, finding the following conclusions about vacation deprivation in the United States:
Americans use the fewest vacation days per year than the rest of the world, with an average of 12 days received, but only 11 used in 2022.
Financial reasons, including the rising cost of living, were the biggest factor keeping Americans from using up all of their vacation time, followed by workplace affairs.
Expedia flights data shows searches for summer vacations have increased 25% year-over-year, indicating Americans are on track to reduce vacation deprivation by 2023.
Expedia’s new tools, including price forecasting and tracking, are helping vacation-deprived Americans reclaim their free time, with nearly three-quarters (72%) of Americans saying booking a trip is stressful for them in the search for the best offer.
“Holiday deprivation is the feeling that you don’t have enough vacation time, but it’s a sneakier and more complex syndrome than that,” said Melanie Fish, director of public relations for brands at Expedia Group. “Even the deprivation of vacations doesn’t take up all of your vacation time because the planning feels overwhelming. Expedia is really focused on making it easy for people to travel, whether it’s through flexible fares, flight price tracking, or savings available to members.”
For full report click below
New Report Shows the Destination Surpassed Its Previous Record by Over Twenty Percent
LAS VEGAS – A new report from the Las Vegas Convention and Visitors Authority (LVCVA) revealed total economic output related to visitor spending reached a record $79.3 billion in 2022, a 24.7 percent increase from the previous record set in 2019. The annual Economic Impact of Southern Nevada’s Tourism Industry report outlines economic impacts associated with the region’s tourism industry and convention travel, including visitor spending on rooms, dining, shopping, sports, local transportation and other activities and amenities.
Las Vegas, as a tourist destination, has experienced dramatic growth in recent years with the addition of new resort properties, expanded convention and meeting space, professional sports teams, and new venues such as Allegiant Stadium. Following the disproportionate impacts suffered by tourist destinations like Las Vegas during the pandemic, Las Vegas demonstrated a strong rebound as a favorite location for pent up travel demand. Visitor spending in 2022 hit an all-time high of $44.9 billion, exceeding pre-pandemic levels. Total spending by visitors in 2022 outpaced the prior year by 24.4 percent and the 2019 total by 21.8 percent.
"These results are a powerful testament that what we do in concert with our resort partners to market this destination has an undeniable impact on our community," said Steve Hill, CEO and president of the LVCVA. "We're proud of this city and this industry and know that the upcoming offerings in the destination will add to that success."
The report also notes that Southern Nevada’s tourism industry remained the largest regional employer in 2022, directly employing an estimated 229,440. With direct and indirect impacts included, total impacts reached an estimated 358,880, a 21.3 percent increase over the prior year.
“As we emerged from the pandemic, our consumer research made clear it was the perfect moment for us to capitalize on pent up travel demand,” said Kate Wik, chief marketing officer of the LVCVA. “We’re thrilled to see not only the strong rebound in visitation, but also the significant impact our visitors have on our state’s economy.”
The report’s findings are based on data sourced from the LVCVA; the Nevada Department of Employment, Training and Rehabilitation; the Nevada Gaming Control Board; Clark County School District; the Nevada Commission on Tourism; and the Bureau of Economic Analysis. The report was compiled and presented by Applied Analysis on behalf of the LVCVA.
Other key findings include:
The total economic output related to visitor spending in 2022 (including direct, indirect and induced impacts) reached an all-time high of $79.3 billion, equivalent to about half of the region’s gross economic output.
Despite 2022’s 38.8 million visitation tally falling 3.7 million visitors short of the 2019 visitation total, overall spending increased dramatically due to a 33.4 percent rise in per-trip visitor spending compared with 2019.
Per-trip visitor spending climbed to an all-time high of $1,156 in 2022, 3.3 percent higher than 2021.
For full report click below
Airlines face an expensive and challenging few decades ahead as climate compliance laws get stricter.
By Lara Williams | Bloomberg | April 17, 2023.
Jetting off to the Mediterranean this summer? I hope you got a good deal, because cheap flights are becoming increasingly hard to find.
You probably had an inkling that the era of absurdly cheap short-haul flights in Europe was coming to an end. After all, according to travel search engine Kayak, summer flights between the UK and the continent are currently one-third more expensive than last year. But two new reports make it clear that this isn’t just temporary turbulence.
It’s the new reality for flying as airlines face a huge decarbonization challenge and tightening climate-compliance laws.
The first headwind stems from two big changes in the European Union’s Emissions Trading System (EU ETS). Airlines must have enough emissions allowances to cover every metric ton of carbon dioxide released into the atmosphere on flights starting and ending in the European Economic Area, the UK and Switzerland. Right now, they get about half of those allowances for free. But that deal comes to an end in 2026, as the share of allowances they have to pay for starts to rise from 2024. That is effectively going to double their carbon costs over just three years.
The unit price of carbon emissions has also soared recently, topping €100 ($111) for the first time in late February, and it doesn’t seem to be on its way back down. A report by Alex Irving, European transport analyst at Bernstein, puts the resulting cost from these changes for European airlines at about €5 billion in 2027.
That’s just the thin end of the wedge. Over the next three decades, aviation has to transform itself from a polluting industry — planes are responsible for 2.5% of global CO2 emissions — to a net-zero one. Under Destination 2050, the European sector’s plan to reduce emissions, it’ll do that by investing in future aircraft and infrastructure, making operations more efficient, and using alternative fuels and carbon-removal technologies.
A report by research groups SEO Amsterdam Economics and the Royal Netherlands Aerospace Centre, commissioned by airline industry bodies, has put the cost of reaching net zero by 2050 at a whopping €820 billion.
Both reports conclude the sector won’t be able to absorb these costs itself. The changes to the EU ETS alone will slash the operating profit of the continent’s six largest point-to-point airlines (Ryanair Holdings Plc, EasyJet Plc, Wizz Air Holdings Plc, Vueling, Eurowings and Transavia) by an estimated 77%. That means ticket prices will have to be higher, which in turn means that demand destruction is inevitable. As Irving writes: “If it were possible to charge more without spoiling demand, airlines would have already been doing so.”
Demand growth is a touchy subject for airlines, as a recent battle over proposed flight caps between the Dutch government and Amsterdam’s Schiphol airport illustrates. The forecasts are strong: The International Air Transport Association suggested that passenger numbers would nearly double to just under 8 billion by 2040 from 2017 levels. Time will tell if rising ticket prices dampen that, but the question remains whether growth is even compatible with ambitions for carbon-neutrality.
The answer might be hard to swallow. Decarbonizing flying is hard enough without the extra passengers. A briefing from the Royal Society, for example, outlined that even meeting existing UK aviation demand with biofuels would require about half of the country’s agricultural land.
Fewer flights is, naturally, the easiest way to slice carbon emissions, and so a demand drop would come with its own climate benefits. The aviation industry’s report calculates that, in 2050, the drop in demand from raising prices to pay for sustainable airplane fuel would reduce emissions by 12%, and economic measures — such as emissions-trading obligations and CO2 removal investments — would lead to a further 2% reduction, compared with a business-as-usual scenario.
Still, there’s something sad about waving goodbye to the low prices that made globetrotting accessible to millions of people. Especially as those who take the most flights are also most able to swallow the extra costs. In the UK, those in the top 10% of earners use far more energy flying than the poorest 20% use overall. The introduction of a frequent flyer levy, as has been suggested by climate campaign groups, might help address that inequality and create a new funding stream for decarbonizing the sector — though it’d be extremely difficult to implement.
Perhaps it’s worth remembering that there are other ways to get around Europe. On Thursday, Eurostar celebrated the five-year anniversary of its London-Amsterdam route with a claim that it has saved more than 83,000 tons of CO2 being released into the atmosphere in that time. Perhaps as short-haul flights get more expensive, traveling internationally by rail will become more enticing — and accessible.
There are lots of unknowns when it comes to decarbonizing aviation. Much of the technology the sector is expecting to use, such as electric or hydrogen-fueled aircraft, isn’t ready for takeoff yet. But one thing is for certain: It’s going to be a very expensive, challenging few decades.
The industry’s extravagant claims are just wild aspirations — its carbon footprint is more likely to increase than decrease in the decades ahead.
By David Fickling: Bloomberg: April 18, 2023
When the pandemic sent the world into lockdown and air travel ground to a halt, people stared out their windows at the quiet, blue skies overhead, and tweeted, tongue-in-cheek: “Nature is healing.”
In branding terms, that meme was a disaster for the aviation industry. A consumer business that makes the largest slice of its profits from an increasingly environmentally-conscious global middle class doesn’t want to be cast as a bad actor. Fixing that image problem is hard, though, because unlike power utilities and automakers, the aviation sector hasn’t got a carbon-free technology on hand to eliminate its emissions.
That doesn’t stop it saying that such a technology exists, however. The UK’s advertising regulator last week banned two advertisements by Etihad Airways after finding the airline’s claims that it was “taking a louder, bolder approach to sustainable aviation” didn’t stack up.
The move follows similar actions against greenwashing advertisements by Lufthansa AG and Ryanair Holdings Plc.
There are “no initiatives or commercially viable technologies in operation within the aviation industry which would adequately substantiate an absolute green claim such as ‘sustainable aviation,’” the Advertising Standards Authority wrote in its Etihad decision.
You almost feel sorry for Etihad. It’s hardly the only carrier making such extravagant claims. The International Air Transport Association, the global industry group, is promising the sector will hit net zero emissions by 2050 — but that’s more a wild aspiration than a plausible pathway. Aviation’s footprint is far more likely to increase than decline over the coming decades.
Powering long-haul aircraft with batteries or hydrogen isn’t possible for fundamental physics reasons, so two-thirds of the emissions reductions that IATA is targeting come from sustainable aviation fuel, or SAF — a substitute for conventional jet kerosene made from biomass, waste products, or captured industrial carbon dioxide and hydrogen.
The trouble is, there’s not enough of it. Used cooking oil is one popular waste product that in theory could power the world’s aircraft, but collecting, sorting and refining all that grease is enormously challenging. As a result, waste oil generally costs more than jet fuel itself. There’s simply not enough used cooking oil around to fulfil existing biofuel mandates, especially as the European Union lifts its targets over the coming decade, according to a study last year by the International Council on Clean Transportation.
Alternatively, you could mix in ethanol the way a lot of cars do — but the downsides there are even bigger, because the corn and cane from which it’s produced are also used to make sugar. Thanks to ethanol blending, global prices of crude oil and sugar often move in tandem. The benchmark sugar contract hit its highest level in nearly seven years last week, raising the cost of one of the cheapest forms of nutrition for the world’s poorest.
KPMG reckons SAF demand will outstrip supply of biomass and waste feedstocks for more than 20 years. Human food for domestic consumption already comprises less than a fifth of US crop production. Even a modest increase from current levels could tip that balance further away from feeding the world’s growing population. Our planet simply doesn’t have enough agricultural land to supply fuel on the scale that initiatives like Europe’s ReFuelEU plan require over the coming decades.
The most serious hopes for SAF don’t involve farmland at all, but eSAF — a synthetic kerosene made from reacting green hydrogen with captured carbon dioxide. This product is still largely theoretical. The only production facility in the world is a demonstration plant in southern Chile that started deliveries in December and wouldn’t produce enough in a year to fill the tanks of a single Airbus SE A380. (Two more demonstration plants hope to start up soon in Texas and Germany). You’d need several million plants of that size to make a serious dent in jet fuel’s thirst for petroleum.
Such a vast scale expansion would be necessary to overcome SAF’s biggest problem, too: cost. According to BP Plc, eSAF is about eight times as expensive as conventional jet fuel and as much as three times the cost of SAF made with biomass. Fuel represents roughly a quarter of operating expenses for most airlines. It’s inconceivable they would tolerate such a colossal increase in their cost base, which would inevitably result in demand destruction as passengers are priced out of flying.
If the aviation industry was serious about SAF, it would have no problem supporting the EU’s mandate policy, because it would see a viable pathway to hitting the targets. Instead, it’s begging for the cost gap with jet fuel to be closed using public subsidies instead. Such lobbying shows the sector as a whole is about as serious about sustainability as Etihad. SAF risks going down in history as a sibling to carbon capture and storage, a technology with theoretical potential mostly used by emitters to promise illusory pollution reductions. Air passengers shouldn’t be fooled by such greenwashing.
Forbes Magazine April 16, 2023
The world’s largest hospitality brands are embracing inclusive pricing—along with luxurious perks like butler service, foreign language classes or a yacht.
By Suzanne Rowan Kelleher, Forbes Staff
Like flare jeans and flip phones, travel fads often boomerang back, but never in exactly the same way as before. All-inclusive resorts are currently enjoying an enormous surge in popularity–minus the mediocre buffets, bottom-shelf piña coladas and cheesy entertainment from decades past.
This new wave of all-inclusives is all about luxury, offering a raft of enticements from gourmet à la carte dining to personal butler service to high-end experiences unique to their locales. Notably, many of these properties are being launched by luxury hospitality brands entering the all-inclusive arena for the first time.
Chalk it up to a post-pandemic shift in the consumer mindset, driven by sky-high travel demand coupled with major decision fatigue. “People are really looking for no surprises when it comes to what’s included,” says Brian King, president of Marriott International's Caribbean and Latin America region. “They want to just go and discover, enjoy and they really want to pay once and be done.” While all-inclusive is not a new segment, he continues, “I think the trends have changed pretty dramatically.”
In decades past, many all-inclusive resorts were fly traps, designed to keep guests on property. In 2023, King says, guests “want to get beyond the gate” and are looking for a quasi-concierge service built around curated and crafted experiences. These vacationers want fabulous options, but never want to feel over programmed.
King calls the formula “E squared,” as in Entertainment x Education. At the Westin in Costa Rica, for example, guests can golf on a Robert Trent Jones II-designed course, discover wildlife in national parks on an ATV or canopy tour. There are also Spanish-learning sessions, cooking demonstrations, cocktail tastings and classes in tai-chi and yoga. “We’re creating these events that must be both entertaining and educational,” King says. “When you get the ‘E squared’ you’ve won the consumer.”
Last year, Marriott, the world’s largest hospitality company, tallied $21 billion in revenue, a 50% increase from 2021. On earnings calls and in interviews, Marriott CEO Anthony Capuano has frequently cited the all-inclusive segment as a key growth area for the company, with many of Marriott’s luxury brands entering the all-inclusive space. “We’re working on our first Ritz-Carlton all-inclusive deal. We’re very excited about that,” King says, noting how successful the Ritz-Carlton yacht has been, with one luxury ship launched in 2021 and a second coming in 2024.
“We also are putting W in the all-inclusive space, and that will be an adults-only playground,” King says of the first-ever all-inclusive W Hotel. It is slated to open in 2025 in the Dominican Republic with 349 rooms and suites, eleven restaurants and bars, three pools and a spa. “We also have our Westin that we opened last year in Brazil, and that has been wildly successful as a family all-inclusive.”
It would be easy to credit Marriott’s success with all-inclusives as a brilliant pivot in post-pandemic times. But the planning actually started well before the arrival of Covid, when the company’s executives recognized that its leisure business was growing more rapidly than other segments. As part of Marriott’s merger with Starwood Hotels in 2016, it inherited what was then Westin’s only all-inclusive resort, the Westin Golf Resort & Spa, Playa Conchal in Costa Rica. The resort subsequently became a training lab for Marriott to earn its all-inclusive chops. When introducing new properties, Marriott is in the enviable position of being able to leverage its Marriott Bonvoy loyalty program, which boasts a staggering 177 million members.
Travel advisors say the major industry shift is impossible to ignore. “In a three-year window, Marriott went from having one all-inclusive to 30, with more in the pipeline,” says Cory Hagopian, senior vice president of sales and partnerships at Virtuoso, the world’s largest luxury travel network. He adds that French hospitality giant Accor plans to quadruple the number of all-inclusive Rixos properties in its stable.
Scarcely a month goes by without a luxury behemoth partnering with an all-inclusive brand. Late last year, InterContinental Hotels announced a long-term agreement with Spain’s Iberostar Hotels & Resorts, bringing some 70 all-inclusive hotels into the IHG fold. Hilton now operates a baker’s dozen of all-inclusive properties, including the 735-room Hilton Tulum Riviera Maya, the company’s largest resort in the Caribbean.
And then there’s Hyatt, whose $2.7 billion acquisition of Apple Leisure Group in 2021 made it the world’s largest operator of luxury all-inclusives, now spread across nine brands with more than 120 resorts across 40 beachfront destinations and 11 countries.
By the end of 2023, Hyatt’s Inclusive Collection will include more than 45 resorts in Mexico alone. Upcoming Mexico openings include intimate, adults-only hideaways like Secrets Tulum Resort & Beach Club as well as the family-friendly Dreams Estrella Del Mar Mazatlan, a resort featuring a waterpark, lazy river, multiple pools and 350 suites that each have a view of the Pacific Ocean.
“Growing our all-inclusive brand footprint with intent is central to Hyatt’s commitment to providing new luxury travel experiences,” says Erica Doyne, senior VP of marketing for the company’s all-inclusive portfolio. “We are planning to open five Inclusive Collection resorts in Mexico and the Caribbean this year as well as five additional properties in Bulgaria.” Also on the slate is the much-anticipated debut of the luxurious Dreams brand in Portugal, with Dreams Madeira Resort Spa & Marina set to open in early 2024.
While Mexico, the Caribbean and Latin America make up “the breadbasket of the all-inclusive,” says Marriott’s King, Europe is not far behind. “And, eventually, I see all-inclusive expanding globally into Asia as well, too. So this is a global trend, there's no doubt about it.”
Doyne sees all-inclusives as a potentially major growth driver for Hyatt in Europe. “With 46 European all-inclusive resorts in the Inclusive Collection portfolio, we currently offer resorts in Spain and Greece, with Bulgaria and Portugal expected to follow soon,” she says.
Hagopian believes global economic conditions are also contributing to the rise of the all-inclusive, noting that the 2008 recession also accelerated the affluent traveler’s attraction to the all-inclusive segment. “More high-end consumers became willing to experience all-inclusive resorts,” he says. “Today there is a new set of consumer priorities around connection, wellness and authenticity. All-inclusive resorts need to cater to these new priorities, moving beyond the original model that was geared more toward ease and budget.”
To see his point, look no further than Club Med, a pioneer of the all-inclusive concept in the 1950s, which just announced an “all-new refreshed and modernized brand identity” called L’Esprit Libre (The Free Spirit) that promises a premium experience for guests. Club Med’s expansion includes the launch of its Exclusive Collection portfolio of five-star resorts, villas, chalets and even a yacht “taking luxury to the next level, from artfully-crafted single plated dishes to larger high-design multi-bedroom suites.”
The rebrand comes at the perfect time, says Kevin Armstrong, senior director for brand and communications for Club Med North America and the Caribbean. “Club Med is redefining the market of all-inclusive resorts offering an upscale, premium vacation and happiness, as travelers are hungry for happiness right now.”
After all, unlike flare jeans, happiness will never go out of style.
Geneva - The International Air Transport Association (IATA) announced continued strong growth in air travel demand, based on February 2023 traffic results.
Total traffic in February 2023 (measured in revenue passenger kilometers or RPKs) rose 55.5% compared to February 2022. Globally, traffic is now at 84.9% of February 2019 levels.
Domestic traffic for February rose 25.2% compared to the year-ago period. Total February 2023 domestic traffic was at 97.2% of the February 2019 level.
International traffic climbed 89.7% versus February 2022 with all markets recording strong growth, led once again by carriers in the Asia-Pacific region. International RPKs reached 77.5% of February 2019 levels.
“Despite the uncertain economic signals, demand for air travel continues to be strong across the globe and particularly in the Asia-Pacific region. The industry is now just about 15% below 2019 levels of demand and that gap is narrowing each month,” said Willie Walsh, IATA’s Director General.
Air passenger market in detail
International Passenger Markets
Asia-Pacific airlines had a 378.7% increase in February 2023 traffic compared to February 2022, maintaining the very positive momentum of the past few months since the lifting of travel restrictions in the region. Capacity rose 176.4% and the load factor increased 34.9 percentage points to 82.5%, the second highest among the regions.
European carriers posted a 47.9% traffic rise versus February 2022. Capacity climbed 29.7%, and load factor rose 9.1 percentage points to 73.7%, which was the lowest among the regions.
Middle Eastern airlines saw a 75.0% traffic increase compared to February a year ago. Capacity climbed 40.5% and load factor pushed up 15.8 percentage points to 80.0%.
North American carriers’ traffic climbed 67.4% in February 2023 versus the 2022 period. Capacity increased 39.5%, and load factor rose 12.8 percentage points to 76.6%.
Latin American airlines had a 44.1% traffic increase compared to the same month in 2022. February capacity climbed 34.0% and load factor rose 5.8 percentage points to 82.7%, the highest among the regions.
African airlines’ traffic rose 90.7% in February 2023 versus a year ago. February capacity was up 61.7% and load factor climbed 11.4 percentage points to 75.0%.
Domestic Passenger Markets
Japan’s domestic traffic surged 161.4% in February compared to a year ago and now stands at 89.9% of pre-pandemic levels.
US airlines’ domestic demand rose 10.6% in February and was 0.7% ahead of February 2019 levels.
Air passenger market overview
The Bottom Line
“People are flying in ever greater numbers. With the Easter and Passover holidays we are expecting large numbers of travelers to take to the skies in many parts of the world. They should do so with confidence that airlines have been rebuilding resiliency that suffered owing to the pandemic. Other participants in the air travel value chain, including airports, air navigation service providers, and airport security staff, need to have the same commitment to ensuring our customers can enjoy smooth holiday travel,” said Walsh.
Jim Hepple is an Assistant Professor at the University of Aruba and is Managing Director of Tourism Analytics.