1. I know the answer to that question. It makes absolutely no difference to me and what I do. I can't see what relevance me shutting and engine down on taxi in, using idle reverse for landings where appropriate, or using a Config 3 (Airbus) approach where appropriate, have to do with discretionary fuel uplift. These initiatives are entirely separate.
For the avoidance of doubt, my main concern is stopping the aircraft safely. If I can do so using those other measures then my company is more profitable. I'm happy with that as an outcome. I'm not sure why someone would have an issue with this or providing info back to crew as to how it's occurring. From what I've seen my numbers are pretty close to everyone else's in this regard.
2. Will it? Dunno. It's not currently. I'd be surprised if they get very far trying to use it that way in QF in the future. What other airlines do is up to them.
3. No. I'm not sure what the relevance of that is to your original post either.