TTG Asia
Asia/Singapore Thursday, 18th December 2025
Page 2564

Langham sees opportunity to grow Australian footprint

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LANGHAM Hospitality Group, which already operates The Langham Melbourne and The Langham Sydney, is looking to add another five properties to its Australian portfolio.

“We have a positive outlook of the hotel industry in Australia. There has been significant inbound visitor growth from the emerging economies of China and India as a result of strong income growth in these markets,” said Brett Butcher, CEO of Langham Hospitality Group.

“This catalyst, coupled with sound domestic economic growth and a lack of new hotel developments, is creating a recipe for increasing supply. We believe that Australia can have a number of our brands, and this can be achieved either by developing our own assets or through management contracts.”

According to Butcher, Langham is contemplating introducing the group’s modern luxury brand, Langham Place, to Sydney and other cities in Australia.

“There’s no reason why Melbourne and Sydney can’t not support another Langham brand, and then Perth and Brisbane. A (property) in Queensland would make sense,” he said.

Meanwhile, Langham is planning an A$10 million (US$10.4 million) revamp for its recently acquired The Observatory Hotel in Sydney (TTG Asia e-Daily, August 7, 2012), now operating as The Langham Sydney.

Jetstar Pacific adds another A320 as part of fleet renewal

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JETSTAR Pacific has added another Airbus A320 aircraft as part of its ongoing fleet renewal programme.

The new plane will boost the Vietnam-based low-cost carrier’s fleet of A320s to three, and facilitate the retirement of a Boeing B737-400. It hopes to eventually phase out its four remaining B737s by early 2013, and switch to an all-A320 fleet of up to 15 planes.

The fleet rejuvenation exercise is a key priority for the new partnership between The Qantas Group and Vietnam Airlines, which own 30 and 68 per cent of Jetstar Pacific, respectively. The two bodies poured A$25 million (US$26 million) into the carrier earlier this year.

“A more modern fleet will deliver significant cost improvements in terms of fuel efficiency and maintenance,” said Jetstar Group CEO, Jayne Hrdlicka.

“There are also some significant economies of scale advantages across the Jetstar Group from having the same aircraft type for all our shorthaul flying.”

She added: “Vietnam is an important part of the Jetstar Group’s expansion plans across Asia-Pacific, and holds tremendous opportunity for expanding leisure travel as one of the fastest growing aviation markets in the world.”

Are alliances yesterday’s news?

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Brian Higgs peeks into the future of global alliances, which until now still exclude the three Gulf giants

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During an era where airlines are haemorrhaging millions of dollars due to volatile fuel prices, growing competition and the global economic slowdown, carriers are seeking ways to cut costs and increase scale in order to stem the bleeding.

Signing up with a global alliance may be a tried-and-tested solution, given that an expanded reach caters to the needs of high-value frequent travellers, but also delivers increased revenue generation and cost-saving opportunities through rationalisation of members’ networks, as well as joint purchasing and marketing initiatives.

Today, the three largest passenger airline alliances in the world, Star Alliance, SkyTeam and oneworld, jointly control 53.6 per cent of global air capacity, according to CAPA – Centre for Aviation.

None, however, has managed to capture the hearts of Middle East carriers, such as Etihad Airways, Qatar Airways and Emirates, all of which have thus far refrained from entering into alliances.

These three airlines, backed by their oil-rich government supporters, have expanded their respective networks so quickly and successfully, raising the question of whether alliances are becoming irrelevant, especially in the face of increasing competition from these ‘superconnectors’.

Independence prized
Earlier at this year’s IATA’s 68th AGM & World Air Transport Summit in Beijing, Emirates president, Tim Clark, insisted that the days of alliances were numbered, especially if they failed to keep pace with fast-evolving market dynamics. “Over the past few years, there has been evidence of a new force emerging in civil aviation,” he said.

Clark pointed out that the sixth-freedom Gulf carriers, which were trying to achieve a truly global scale, would independently reach into geographical regions where alliances had carved out separate spheres of influence among members.

Emirates, for instance, has thrived on carrying passengers from West to East and vice versa via Dubai, bypassing the traditional London, Paris and Frankfurt hubs.

“There will be an (increasing) acceptance of these kind of business models, which are likely to become more prolific in the next 10 to 15 years. There are a lot of airlines, even in alliances today, that want to chart their own destiny and will want to perhaps disengage from the old way of doing business in the alliance structures,” he added.

In an earlier speech to the European Aviation Club in 2009, Clark had even gone so far as to state that “Emirates has never belonged to and does not have any plans to join an alliance”. He explained: “We see alliances as having significant anti-competitive elements and believe that our membership in one would be an artificial brake on our own business plans.”

“There are a lot of airlines, even in alliances today, that want to chart their own destiny.”

Tim Clark
President, Emirates

Winds of change
It remains to be seen if Emirates’ counterparts are indeed of the same mind. Rumours have been swirling in recent months that oneworld is exploring bringing either Qatar Airways or Etihad Airways into its fold. Even though CAPA predicts that adding Etihad Airways will only boost oneworld’s share of the world’s available seats from 12.1 per cent to 12.5 per cent, while adding Qatar Airways will boost it to 12.7 per cent, the impact of one of the Middle East carriers finally breaking ranks to join a global alliance would be truly game-changing.

What’s certain for sure is that there will be an evolution in alliance structures in the near future, which will enable individual members to express creativity in the way they grow their businesses.

“I believe that alliance structures are going to change over time, to the extent that (member) airlines will have more opportunities to expand their reach in areas where the market makes sense,” said John Slosar, chief executive, Cathay Pacific, a founding member of the oneworld alliance.

“(Alliances) will (eventually) allow growth in certain areas when players within their grouping want to do their own thing at their own pace. I see this happening because more and more carriers are reacting to the way the world is moving, with regards to the aspirations of the travelling public and multi-segmentation,” added Emirates’ Clark.

“If you align yourselves in the way that alliance structures have done in the past, which is to follow the traditional segmentation of markets, then that’s not going to be the way to survive.

“You’ve got to align to this huge opportunity that we have, which is multiple segmentation – there are far more people coming to the market and they want to travel farther than they ever did before,” he added.

Unbeatable clout
Meanwhile, advocates of global alliances continue to hold fast to their beliefs that the model is a viable one. Christian Klick, vice president, corporate office, Star Alliance said such groupings remained relevant because they feature “advantages which no single airline can offer and which frequent travellers do appreciate”.

“Only the alliances offer truly global travel solutions, where passengers are able to travel within one system to any corner of the globe, have access to more flights and routing alternatives, priority services and lounges, and superior mileage programmes that allow them to earn and redeem miles on every flight within the alliance,” he said.

Cathay Pacific’s Slosar was also adamant about the enduring value of alliances. “Alliances generate (clear) benefits (for their member airlines). They certainly generate benefits for us, and there are good ways of tracking these benefits. No airline is yet global enough to cover all the segments that customers in the various markets would like to cover.

“The point where an individual airline has enough global presence everywhere, including domestic areas, to really offer a truly global brand…that still seems to be a long way off, and till we get to that point, there’s still going to be value in alliances,” he said.

National carriers such as Malaysia Airlines, SriLankan Airlines and Garuda Indonesia seem to agree, given that the first two have signed up to join oneworld in 2012 and 2013 respectively, while the third will enter SkyTeam’s ranks next year.

SriLankan Airlines CEO, Kapila Chandrasena, said: “Joining the (oneworld) alliance will put SriLankan firmly on the global aviation map and improve Sri Lanka’s connections with the rest of the world.”

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This article was first published in TTG Asia, August 24, 2012, on page 12. To read more, please view our digital edition or click here to subscribe.

Luxury scales new heights

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Sim Kok Chwee takes readers into the world of premium air travel, which has never seen better days, innovation wise, even despite the shaky economy

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Clockwise from top left: Singapore Airlines’ Business Class; a Boeing Business Jet, which is increasingly seen as a time-saving business tool; Emirates’ First Class
(Photos by Singapore Airlines; Boeing and
Emirates)

There was a time when almost every international airline or flag carrier had to absolutely have First Class service. It was a prestige and a sign of being able to rub shoulders with the world’s best.

Today, luxury air travellers often end up in Business Class as many airlines have given First Class the boot. Only about 35 airlines belong to the exclusive group that still does, according to a Forbes report. But to be fair, many airlines – including those that still offer First Class and others that do not – have upgraded their levels of service in Business Class to the point where the divide is blurred.

Premium travel appears to be holding up well against a landscape dominated by softening growth in many of the world’s major economies. New York-based Harrell Associates, which does airfare benchmarking, reported that the average one-way First Class ticket for a European and Asian carrier is US$6,922 and US$7,377 respectively.

Even as many airlines are seeing their profits dive in recent quarters, premium travel grew at 8.6 per cent in March 2012, the latest data given by IATA on the segment. Even if the effects of the previous year’s tsunami in Japan and the Arab Spring were taken into account, this sector still grew a respectable four per cent.

It appears that at the apex of the travel pyramid, premium air travel is still resilient and represents a lifeline for airlines that continue to improve and stay a step ahead of their well-heeled customers.

Door-to-door pampering
For many airlines, the perks begin on the ground. Complimentary limousine transfers at both ends of a flight are offered by airlines such as Etihad Airways and its partner, Virgin Australia. Others offering this service include Emirates and Virgin Atlantic Airways. While premium travellers themselves are no strangers to being chauffeur driven, such complimentary transfers are often in the latest models of some of the world’s most recognisable car labels. Lufthansa, for example, offers its First Class passengers at Frankfurt Airport that extra German touch with this transfer being conducted in a Porsche. Meanwhile, many that do not offer this service provide butlers and meet-and-greet services from kerbside to lounge.

Once in the airport, airlines treat premium class passengers to lavish lounges. Thai Airways International’s lounge at Suvarnabhumi Airport, Cathay Pacific’s at Hong Kong International Airport and Qantas’ lounge at Sydney Airport have garnered more trophies than they have shelves to display them. Carriers from the Middle East and Asia-Pacific are also notable for their opulent and at times even over-the-top lounges.

At Changi Airport’s Terminal 3, Singapore Airlines operates dedicated lounges for Suites, First Class and Business Class travellers. Those travelling in the airline’s Airbus A380 Suites – branded as a class beyond First – get a private room. From the soothing brown/beige colour palette and carpeting to soften footsteps to its children’s playroom (with minders if needed), the entire facility is geared towards creating a quiet oasis. Dining in this lounge comes close to that in a bespoke restaurant with an à la carte food and drinks menu to match. Staff track boarding times for each passenger and gently cue them in a timely fashion.

Lufthansa’s First Class lounge at Frankfurt Airport offers valet parking and personal assistants, à la carte dining and self-service buffet, a cigar lounge, showers and bath tubs that come complete with rubber ducks!

Shower spas and double beds
The advent of planes such as the Airbus A380 and Boeing 747-8 Intercontinental has given airlines greater flexibility in customising the aircraft cabin. The upper-most tier of luxury travel is dominated by the suites onboard the A380s of Singapore Airlines and Emirates.

From the outset, Singapore Airlines harvested feedback and ideas from premium passengers and engaged luxury yacht designer Jean-Jacques Coste to create its critically acclaimed suites in a three-year process. Only 12 of these are found on each A380 and when transformed into a bed, an added touch of luxury comes from the beddings that promise the same nocturnal comforts of home and upscale hotels. The centre pair of suites can also be converted into a double bed for couples if so desired.

Just this month, the airline announced it had appointed two world-renowned design firms, DesignworksUSA and James Park Associates, to help develop the next generation of in-flight cabin products. Work is currently underway to “further distinguish the airline’s First Class from the competition and provide customers with a unique premium feel and experience”, it said in a press release. Enhancements will be made to its First Class seat, in order to offer more privacy and personal stowage space and improved seating comfort, as well as its cabin environment, starting from its new B777-300ERs that will be entering service in the second half of next year. This will be followed by A350s and B787s, in addition to possible retrofits to aircraft already in service.

Emirates, too, has installed enclosed suites that come with a host of features including a personal mini-bar, ambient lighting, vanity table and wardrobe. It is the only airline to offer two Shower Spas onboard each A380, offering First Class passengers the opportunity to take a shower at 35,000 feet. A tonne of water is carried to ensure this facility never runs dry, although with each of the 14 high net-worth travellers being transfered from their palatial homes and luxury hotels in limousines, one wonders if they truly need a shower. It is nevertheless a novelty that only a select few can tick off as bragging rights.

Not to be outdone by its peers, Lufthansa’s First Class passengers onboard its fleet of B747-400s are pampered with both an armchair and a bed – instead of a chair that converts into a bed. Its First Class cabin onboard the A380 comes with a cabin air humidifier and sound-absorbing curtains and carpet. A urinal – the only one in the air – has also led to cleaner toilet seats, something which has gained the approval of the airline’s female premium travellers.

Even though restaurant-quality dining options are already offered at airlines’ premium lounges, well-heeled customers are offered further customisation onboard ranging from choosing when to have their meals to pre-selecting specially designed ethnic and signature dishes from top chefs. Lobster, truffle and abalone are often featured as are comprehensive wine lists that will make even the most discerning wine connoisseur envious.

Upward trajectory of private jets
Despite such luxurious cabin offerings, many premium corporate travellers – and increasingly even leisure ones – have turned to private jets to bypass crowded airports and the hassle of heightened security processes. Cash rich and time poor, these busy executives are conveyed right into the secondary towns where their companies’ investments are located.

Over the years, the average size of business jets has grown, and today Boeing’s Business Jets (BBJs) range from the equivalent of a B737 (more than 150 of these have been sold since 1996) to a B747, while its keenest competitor offers jets as small as the A318CJ right up to an A380.

A high degree of customisation is offered, said BBJ president, Steve Taylor. “If you can imagine it, it’s either being done or is probably being engineered,” he added. Think interiors that replicate an old English library or planes equipped with a full kitchen, bedrooms and even a putting green.

Service that doesn’t stifle
However, there is still one luxury that only a select group of airlines can deliver, namely service and the human touch.

Singapore Airlines’ crew serving in premium class cabins are trained to instinctively identify and note a passenger’s likes and dislikes. Such observations are then conveyed to other colleagues on the flight as well as those serving on an onward sector beyond a transit stop where a crew change takes place.

The airline’s assistant manager (human factors and grooming), Foo Juat Fang, likened the cabin attendant’s role to that of a personal butler. She said: “Passengers communicate cues pertaining to how they like the service to be delivered and crew members must pick up on these cues. It is not about constantly asking passengers for their preferences but relying on non-verbal cues.”

Foo added: “Our service philosophy means that in the premium cabin, the passenger never needs to activate the crew call button. A crew member will always be around, be there to anticipate the passenger’s service needs and meeting it before it is even articulated.”

This means that when a passenger unbuckles his safety belt, a crew member immediately does a quick survey to ensure the washroom is clean. While the passenger is away, the cabin attendant tidies up the seat, folding the blanket and even getting a glass of warm water or a towel ready when the passenger returns.

This is a tall order to deliver with any degree of consistency, but also perhaps the ultimate luxury that premium travellers value. It is clearly the reason why certain airlines continue to be firmly placed at the top ranks of international passenger surveys.

Given its resilience, luxury travel may just be what can help airlines lift their bottom lines and ride out the storm in today’s turbulent economic landscape.

This article was first published in TTG Asia, August 24, 2012, on page 10. To read more, please view our digital edition or click here to subscribe.

View from the top: Urs Eberhard

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For 24 years, Urs Eberhard has marketed Switzerland to the world. He now finds the traditional markets he’s worked hard to build crumbling before his eyes as Europe deals with a mountain of debt. But, tough as the Matterhorn, Eberhard hikes up to explore new peaks. He talks to Raini Hamdi about the role of NTOs in distressing times

urs-eberhard
Urs Eberhard
Executive vice president-markets & meetings
Switzerland Tourism

How badly is the eurozone debt crisis affecting the Swiss tourism industry?
We’ve lost quite a substantial number of overnights, thereby quite a substantial amount of income from the whole euro market – Germany, Holland, Belgium, Italy, France, the UK, etc.

In the last five years, we lost almost 20 per cent from Germany, 30 per cent from the UK; in absolute figures that translates to millions of overnights and millions of Swiss francs lost.

How many millions?
In total, from the traditional markets, looking back five years, we lost nearly half a billion Swiss francs, about CHF470 million (US$482 million), in income.

On the other hand, we are gaining an enormous amount of new visitors from markets like China, India, South-east Asia, (South) Korea, Australia, Russia and also markets in eastern Europe, the Baltics, Nordic countries, etc. Through the increase, we made an extra of over CHF300 million in the last five years.

If there wasn’t the debt crisis, could you have accommodated such increases from the new markets?
Yes. The yearly average occupancy of Swiss hotels is less than 50 per cent. Of course, during summer vacation, Christmas, New Year, Luzern is full, but hotels in the back valleys are not full. Or the winter resorts aren’t full in summer, while the summer resorts are not full in winter, so if you average it all out, it works out to less than 50 per cent occupancy on an annual basis.

But the issue is, the new markets go to only 10 to 20 per cent of the destinations in the country – certain icons or must-sees like Luzern and Interlaken – so the growth is concentrated on only a few hotspots, while the loss from the traditional markets is spread throughout since these markets have been coming to Switzerland for the last 100-150 years and visit all places throughout the year. Therefore, our strategy, as a national tourist office, is really to diversify and spread the growth of the new markets.

But this is not so easily achieved. If you travel to Paris, you want to see the Eiffel Tower. As a first-time traveller to Switzerland, you’d want to see Luzern, the Jungfrau, and we must understand that. But we need to encourage second-time travellers from new markets, or those who seek a deeper or mono-European tour, to go to new routes.

This is why we’re really trying to give new itineraries and ideas to tour operators and ground operators, so they feature both the hotspots and creative themes, say, honeymoons, multi-generation travel, soft adventure, snow and ski, train travel. By doing this, we hope people will spend two or three nights in Switzerland.

Is the length of stay so short – only a night?
Yes, as you know, once a market opens to overseas travel, it’s always the series groups after business travel and official visits, and these first-time travellers want to see eight countries in 10 days.

It’s the same when the Americans, English, Russians started travelling. And for the first-time series, it’s always the hotspots first that they want to see, London, Paris, Venice, Luzern – in the old days, it’s called the grand tour and heaven forbid we change that.

But once they start to return, that’s when we must make sure the tour operator is offering something different. That’s why we are working with them to create new ideas, like the best of Switzerland, discover Switzerland as a mono-destination, or instead of eight European countries, why not just three nights in Italy, Switzerland and France and explore them deeper. And we show them how and what they can do.

Are you still seeing growth from Asia, despite signs of the Chinese and Indian economies slowing?
Asia is still growing – and on an extremely successful 2011. In the first six months, China grew 24 per cent, South-east Asia 15 per cent, Australia almost 10 per cent, India, Japan, South Korea 10 per cent each. There are warning signs – India’s going to be a bit difficult we understand. The Olympics in London, from what we hear, kept Asians away due to tight flight capacity and higher pricing. So we’re expecting that July and August results might be weaker.

You’ve been marketing Switzerland since 1998 and helped shape the product and the markets for it throughout those 24 years. You must have encountered crises. How are these times different?
If I look back on such a long time, the industry is cyclical indeed. The difference is, the crisis we have today has never been so widespread; it touches the whole of Europe in such a dramatic way.

The most dramatic crisis I could think of was when I was based in the UK. In 1993/1994, it was really deep in the oil crisis and hurt the market terribly. We had to counter the situation when we lost 50 per cent of the business. We had to see what could we do to bring back the Brits to Switzerland, and we started to explore, as we do now in Asia, new opportunities where we had a competitive advantage.

We started with the young snowboarders of the UK; we organised a snowboard championship in Covent Garden, which attracted 100,000 spectators and lots of TV coverage and, all of a sudden, we were able to change the image of Switzerland as being this old, traditional destination for old people into a fun, young, new destination.

We were so lucky as there was a lot of snow in Switzerland, the UK economy went up again, and this was the turning point. From then on, the market went up again for the next 10 years and we more than doubled the number of UK visitors from 2008 with not just the old demand, but the new demand from the younger travellers.

There’s always something good in adversities, isn’t there?
Yes, you become more creative, you don’t take things for granted, you can’t allow yourself to be lazy and wait like a fat cat in front of a mouse hole. You have to get up and find the mouse holes.

But the difference with this crisis, as you said, is it’s so widespread. Does that make you a nervous cat despite having gone through the UK crisis?
It makes us very nervous. It does worry us tremendously because there is not a lot you can do. You cannot make the country 30 per cent cheaper and they will come. As the French saying goes, ‘you cannot make a donkey drink when he’s not thirsty’.

What we’ve realised is that all the new customers in the traditional markets – i.e., the customers who desired to go to Switzerland once – have dropped out because of the poor economic situation. The ones that are still coming are the loyal customers who know the product, know they get a lot of value from being in Switzerland and feel at ease in the country. Our strategy is to work on that loyal base and cut back efforts a little bit on targeting new customers. If we do target new customers, we go about it in a focused way.

In the UK, for instance, we work with the Royal Horticultural Society. They have 350,000 members; they all love gardens. So we go to them and say hey we have beautiful alpine gardens, islands like Brissago with beautiful gardens, and if you are interested in receiving more information, we will send you some Edelweiss seeds. The interest we got was incredible. We then built an alpine garden at the Hampton flower show, worked with tour operators on introducing special garden tours and invited a few media members to write about these tours, so once again it’s a very integrated approach and very focused.

So niche marketing is the way to go now.
At the moment, you have to go niche. If we do the big ads in the paper saying ‘Switzerland is beautiful, come to Switzerland’, it will not work because the donkey is not thirsty. But if we go to the niche, where the donkey is thirsty for a special beverage, we have a chance he will drink.

Is that the biggest challenge for NTOs such as yourself?
The challenge for NTOs is that the industry is looking at you to promote the whole country, but the customer does not want a whole-country sell. He wants specific recommendations that suit his needs from a neutral, trustworthy source. So we’re caught between the expectations of the industry and expectations of the client.

Both are our customers, but it’s a fine line to fulfil the demands of the industry and still give the end-consumer a decent answer, especially now, when the industry has become more accountable for its spending and has become impatient to see results (60 per cent of Switzerland Tourism’s funding is from the government, 40 per cent from the industry). This impatience may result in industry partners going their own way (in marketing) and we may lose the strong umbrella approach we now have, which I’m absolutely convinced is the most effective approach.

Also, a lot of our partners are financed by the number of visitors they get and fewer visitors mean less spending.

What keeps you going?
The product keeps me going. I would not have the same emotional ties if I were to sell a machine! And I’m fortunate to sell a country like Switzerland.

The whole travel industry is also a people business and I can look back to all my postings and all the friends I’ve make – it’s a sense that you’ve left a footprint in the markets with your work.

What are you proudest of to date?
The turnaround in the UK is something I’m very proud of.

I also find it most rewarding that we are able to bring most of the partners under one umbrella to promote Switzerland as a country and not have split groups doing their own things, which will dilute the message. The Swiss government, too, trusts us and has been giving us more funding each four-year period in the last 12 years, even for 2012-2015, despite the difficult times we’re in.

This article was first published in TTG Asia, August 24, 2012, on page 8. To read more, please view our digital edition or click here to subscribe.

The Russians are coming

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RUSSIA and the CIS countries are emerging as hot markets for MICE into India even as longhaul sources such as the US and UK have slowed or stabilised.

Alpcord Network Travel & Conference Management Company managing director, Chander Mansharamani, said despite there not being any promotional activity on the MICE front in Russia thus far, numbers had been on the rise.

“The Ministry of Tourism is conducting its regular roadshow in Russia in September and for the first time, there will be a MICE component. We’re expecting 18 to 20 Indian participants.

“India is a new destination for the Russians and we’re getting small meetings at the moment. These are from the pharmaceutical, power and IT sectors and they are spread out to Mumbai, Delhi and Kolkata,” he said.

Mansharamani added that he had seen about five per cent growth from the market this year, which could climb to 10-15 per cent next year.

Travelite (India) director-business development, Amrita Ahluwalia, said the DMC used to depend on the “wow market” of the US for incentives, but was now focusing on Russia and the CIS countries, as well as the Middle East and South America.

She surmised that the Russian market was growing by 20 per cent year-on-year.

“I have a feeling that the US will become a thing of the past,” said Ahluwalia. “The value of the US market is decreasing; same for the UK. Clients used to commonly ask for palace hotels and villas, but are now exploring even three-star options.”

Mansharamani said while he had not seen much of an impact on meetings from the West, budgets had been affected, with clients booking hotels that were one level lower, such as a five-star instead of a five-star deluxe.

Read more in TTG Show Daily – IT&CM India 2012

Additional reporting by: Linda Haden

Busan CVB restructures

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FROM November 1, the Greater Busan CVB will come under a new umbrella tourism body that will look at nurturing conventions, incentives and leisure groups for South Korea’s second-largest city.

Speaking to the Daily, Greater Busan CVB manager, tourism marketing, June Kim, said the Busan Tourism Organization (its working name for now), would act as a “control tower” for all things related to tourism including marketing and development.

“The mayor sees the MICE industry as a key driver of economic growth for Busan, and with this change, we will see a centralisation of efforts and less wastage of funds,” she said, adding that suppliers and trade associations now held their own promotions.

Busan Metropolitan City exhibition and convention division deputy director, Ha Young Ho, pointed out that this would also mean Busan growing its presence at international tradeshows independent of the Korea Tourism Organization, such as its participation at IT&CM India. While it only has a booth in this inaugural edition of the show, the intentions are for a standalone pavilion next year.

He said: “We see potential in the Indian market because it is so big. Both Busan and India are also strong in IT, so there is an opportunity to tap that area for meetings and incentives.”

Read more in TTG Show Daily – IT&CM India 2012

Sellers toss in value-adds

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TO counter the effects of the sliding Indian rupee in a price-sensitive Indian market, some sellers at IT&CM India are tossing in value-adds to stimulate MICE business from India.

Most of these value-adds help to reduce the cost of pre- and post-show programmes.

For instance, The Puteri Pacific Johor Bahru, Malaysia is promoting a US$100 value-added package that twins Singapore with the southern Malaysian city. The deal, valid till mid-September, includes a night’s stay with breakfast at the hotel, entrance tickets to Universal Studios Singapore and two-way transfers.

Indian delegates extending their stay in Hong Kong with their family can take advantage of a Sky100 Hong Kong Observation Deck promotion – valid till next month – which offers free entrance to a child for every two adult tickets purchased. The attraction’s managing director, Josephine Lam, said she would be meeting with an Air India representative and Indian outbound specialists at this show to develop special packages.

In Indonesia, Samabe Bali Resort & Villas and Grand Mirage Resort Thalasso Bali are offering Indian clients a stay-three-pay-two promotion till October 2013. Ralf Luthe, general manager of Samabe Leisure Hospitality Group, which manages the two hotels, hopes the promotion will attract more incentive groups from India.

Luthe noted that with weaker buying power, fewer Indian clients were buying optional programmes such as spa treatments. “Indians are also seeking savings by eating in restaurants outside the hotels,” he added.

Indian MICE buyers told the Daily that most Asian sellers have been supportive, sweetening deals with complimentary VIP lounge access, late check-outs, room upgrades and flexible cancellation policies.

Travel Tours Group vice-president, Joseph K Jose, said Asian DMCs had been willing to renegotiate and offer value-adds such as shopping vouchers.

Read more in TTG Show Daily – IT&CM India 2012

Indians all out of love for Western Europe

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INDIAN travel firms have fallen out of love with Western Europe, with unfavourable currency exchange rates, new taxes and airfare hikes making this once sought-after destination increasingly untenable.

Kunal Sawhny, vice president – business development, Blue Moon Travels has seen the volume of Indian clients headed to Western Europe plunge by 30 per cent in the past 12 months.

He said: “More and more companies are watching the pennies since the softening of the rupee in the last year. Some are looking to alternative, less expensive destinations in Eastern Europe, such as the Czech Republic, which offers corporate clients something different, while others choose not to hold MICE programmes in Europe altogether. They decide to host an event domestically or in regional destinations such as Thailand and Singapore, which are relatively less expensive.”

New service taxes introduced on July 1, which impose an additional 4.994 per cent administration fee whenever an airline reservation or change to an airline booking is made, have also served to curb demand among Indian firms for Western Europe, particularly for incentive programmes.

Classis Travel & Tour’s director, Rajendra Dhumma, said: “With airfares to Western Europe costing around US$1,000 to US$1,200 at one go, these extra taxes can really pile up, making companies think twice about holding an event in Western Europe.”

Meanwhile, airfares in India have been creeping upwards, driven by escalating fuel costs. Based on national news reports, airfares in India have risen by 30 to 40 per cent in the last six months. “These airfare hikes have hurt our India to Western Europe business, which dropped by 10 per cent in the last year,” said Dhumma.

As these debilitating factors continue to take their toll, India to Western Europe MICE traffic is anticipated to fall further in the coming months.

“Looking at the faltering Indian and global economy, we can assume that traffic from India to Western Europe will see little chance of an uplift in 2013. However, the situation might change if airfares dropped and currency exchange rates improved,” said Mitesh Dani, director, Parul Tours & Travel.

Air Astana hikes Almaty-Delhi services

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AIR Astana has bumped up the frequency of its Almaty-New Delhi flights, in response to growing demand fuelled by greater trade and financial co-operation between Kazakhstan and India.

Now available once a day except on Thursdays and Saturdays, the three-hour, 45-minute flights will continue to be serviced by Airbus A320 aircraft in a 148-seat, two-class configuration.

“Business and leisure traffic between Kazakhstan and India has continued to grow strongly in recent years, and Air Astana is delighted to respond by providing extra services to Delhi,” said Ibrahim Canliel, vice president of sales & marketing at Air Astana.

Air Astana is offering return economy airfares from Almaty to Delhi starting from US$337 per pax, including taxes, while a business-class return ticket costs at least US$1,308, taxes in.

The Kazakh flag carrier has been running Almaty-Delhi flights since September 4, 2004, and has carried close to 200,00 passengers on the route since.