SeenItAllWhich is why Premiun Economy has been such a raging success! And, by limiting numbers of seats in that cabin - prices stay high. But not as high as C.

Thanks to all that have posted so far (apologies for the late reply - been out for a couple of days).

Just to clarify - I dont need help on what policy to set, as that has been done:
<5 hours = Economy
5-8 Hours = Premium economy (if none then Economy)
>8 hours = business

Caveat to the above is it can be overridden at line manager discretion (read they will be heavily questioned and have to justify) or H&S reason.

I know that I can go to the GDS and manually calculate flying times (and yes - I know there are a huge variance in published times for the same route) for our top destinations, but for the sake of simplicity I wondered if there was anything already done map wise that would give a general idea.

I have analysed a lot of flight times to various destinations, and average rule of thumb seems to be 750km travelled for every 1 hour of flight, but this is actual times rather than published, so I can see this causing frustration, as it gives LHR-GLA as under an hour, when published is about 1hr 20mins

ho hum

On all sectors, carriers now include holding and delay time. For example, LHR~EDI can be 50 mins (wheels to wheels) but the block time (parking brake to parking brake) will be longer and the reverse sector WILL be longer because of inbound hold and longer taxi.

Carriers add time to get us to the gate earlier than the actual psuh time and the built in delay allows them to be 'on time' much more often. However, you can only go on the published times.

Sounds like your company is quite large, GroundedSLF! Still, it's been an interesting thread.

Block timings differ by flight timing as well. A flight scheduled into Heathrow at 0700 is likely to be longer than one scheduled in at 2230, on exactly the same route.

I would go with scheduled times as these are likely to relate to the actual flight times.

I worked for a German company's subsidiary in Singapore in the 90s and traveled extremely frequently. After my first trip to Japan, the accountant who handled my expenses in Frankfurt called me to point out that I had charged the Narita Limousine service to the company and, as a lowly M.D. of a subsidiary, would I please use a taxi in future. On my next trip I did, and promptly got a call from him expressing dismay at the massive figure I had shelled out for a taxi (as per his instructions). At this point, I got round to explaining to him that the Narita Limousine service is actually a bus. :D

BOAC advert from way back when:



http://domain1098696.sites.streamlin...00/BA51783.JPG

once over-nighted in the Peninsula in HK on a Miami- Singapore trip

Got a real rocket for not using the Company Approved Hotel - which was HK$ 200 more expensive... travel policies!!!!

normally its best to set the limits by Continent

eg in Europe - Full fare Economy, outside Europe = Business Class

You will often find that the "approved" supplier is kicking back benefits to those in procurement/corporate travel who set up the policy, based on the usage made, which is commonly for hotels based on the number of nights per year. Therefore if the "approved" hotel got 50 nights per year then there would be a free executive weekend for two for the department head who set up the arrangement.

Thus if it was coming towards the end of the year, there have been 45 nights used so far, and some Clever Dick has gone to a different hotel, THAT can be the cause of the rocket. Actual expenditure be blowed.