Still struck by the pandemic, which has caused it to lose more than 126 billion dollars since the start of the crisis, demonized for its contribution to global warming, air transport finds itself in conclave from this Sunday, October 3 and for three days. in Boston, on the East Coast of the United States.
The International Air Transport Association is holding its 77th annual general meeting here. Hundreds of delegates, company executives and journalists are expected in the capital of Massachusetts. An edition marked by the return to live, face-to-face meetings following a year in 2020 where it had mainly been a question of videoconferencing because of Covid, even if IATA has nevertheless planned a virtual component.
Because while waiting for the conditional reopening of the American borders to foreigners, promised at the beginning of November, reaching Boston from Europe or Asia is still akin to a real obstacle course, between authorizations issued drop by drop and the obligation of tests, even quarantine.
A global patchwork of uncoordinated rules that IATA has deplored for months, despite the progress of vaccination and the introduction of health passes within the European Union. Rules and restrictions that do not encourage travel. The result is still very low intercontinental traffic, down nearly 74% in July, compared to the same period in 2019, before the crisis, and reservations that are struggling to take off for the winter season.
During this general meeting, IATA should reaffirm that it does not foresee a return before 2024, but in the longer term, on the other hand, air transport should resume its irresistible rise, mainly fueled by the middle classes in Asia.
Boeing estimates that the airliner market will return to growth of 4% to 5% per year, from 2024, and that the world fleet will approach 50,000 planes within 20 years, compared to 26,000 today.
This perspective will push the British Willie Wash, the boss of IATA has proposed new ambitions in terms of reducing C02 emissions. Remember that the sector made a commitment, 12 years ago, not to increase its emissions despite the growth in traffic by 2050.
But the question is how companies on the verge of failure will finance newer fleets, at what rate, and if this transition will increase the cost of air travel, to the point of breaking its growth rate.
