Viator

Wednesday, September 30, 2009

Free Weddings@ Azul Beach Hotel

Whether you client is saying "I do" under a wooden tropical gazebo or beneath a beach arch covered in colorful flowers, this amazing Gourmet Inclusive® property is the ideal place to get married! Now you can enjoy the professional services of an onsite wedding coordinator, dinner reservations for a wedding group, a romantically decorated room on the night of your wedding day and much more including a la carte dining and a full service concierge! The best part is... It's all FREE!


                    



          For more information and reservations call Supreme Clientele Travel @ 407-413-9578

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Tuesday, September 29, 2009

Should airlines let passengers make calls via Wi-Fi?

Roger Flessing was on an American Airlines flight to Seattle recently when he began speaking with his son on his iPhone.

Unsure of how his action might be received by others, the Tacoma resident says he spoke discreetly. But soon, he says, flight attendants were leaning over, asking for a demonstration on how to make calls on their mobile phones. "They were saying, 'Wow this is great. We have to check our schedule, and we couldn't do that before,' " says Flessing, who flies often for his job as a communications executive for the non-profit relief organization World Vision.

Flessing wasn't making a conventional cellphone call. He was using Truphone, which allows smartphones to use wireless, or Wi-Fi, connections to make calls. The technology is known as Voice over Internet Protocol or VoIP. Flessing also booted his laptop and videoconferenced with his brother using Skype, another VoIP application. He turned his computer to face the window so his brother could see the clouds. "My brother says, "How are you doing this?' "

It's a question that domestic airlines will have to answer with more clarity if they plan — as they say they do — to block phone calls during flight now that Wi-Fi is accessible on about 600 planes in the USA and passengers can talk online as Flessing did.

It's a controversial issue that's triggering fierce debate among travelers, airlines and regulators. Federal regulations prohibit in-flight cellphone use — but not Internet-based phone calls — lest they interfere with flight operations and create congestion in ground cell towers. A bill in Congress seeks a similar ban on all in-flight voice communications by passengers.

It's all the more controversial because airlines in Europe, Asia and the Middle East allow calls and have even taken it a step further by introducing pay-by-minute cellphone service using satellites.

Americans are split about in-flight mobile phones, a survey by the Department of Transportation's Bureau of Transportation Statistics found. About 45% said cellphones should be banned on aircraft. About 40% said they should definitely or probably be allowed if they don't pose a safety threat, according to the survey, which queried about 1,000 households.

A chief concern is the in-cabin noise level. Some fear that people may carry on long conversations on their cellphones. And people generally talk louder on cellphones because they can't hear their own voices — unlike on landlines, which have a device that amplifies your voice and replays it through your earpiece.

Ban on talking isn't ironclad

Although in-flight Internet is provided by third-party vendors, U.S. airlines make their own decisions on Wi-Fi phone use.

Currently, two companies in the USA offer in-flight Internet service: Chicago-based Aircell and California-based Row 44. Both companies say the airlines have asked that Internet-based phone calls be blocked.

But Flessing isn't alone in discovering that this ban is hardly ironclad. Many fliers have blogged about their experience of Internet phone calls, even as airlines say they have the technology to block it.

"(Passengers using VoIP calls) is such a minute percent of people," says John Happ of Aircell. "It has a particular footprint. We can snuff it out."

Still, Happ says it's a "cat-and-mouse" game that entails trying to keep up with new software makers and passengers who can bypass the ban. "It's an ongoing process."

Frederick St. Amour, a business development executive at Row 44, says travelers making Internet phone calls "create competition for bandwidth" that could result in slower speed for other passengers. Airlines could even consider charging for Internet-based phone calls because the service demands extra bandwidth, he says.

Flessing says he experienced no trouble in using Skype during his flight and had no image interruption during the video call to his brother. But, "I think I may have been the only one using" Wi-Fi, he says.

Passengers overseas are talking

Other countries aren't so prudish about in-flight cellphone use.

The Geneva-based firm OnAir and the London-based vendor AeroMobile now offer technology to several international airlines that uses satellites to beam voice transmission to ground cell towers.

Emirates became one of the first airlines to offer cellphone service when it installed AeroMobile's technology in March 2008. It's now available on about 50 Emirates aircraft, says Steve Double, an AeroMobile spokesman.

Malaysian Airlines is another customer testing it, and "about half a dozen other airlines" will announce the service in "the coming weeks," Double says. The service costs about $2 a minute, not including any out-of-country charges imposed by the user's wireless carrier.

OnAir has installed its equipment on about 55 aircraft operated by several carriers, including Ryanair, Kuwait-based Wataniya Airways and Royal Jordanian. Air France tested its system for several months but has no plans to continue it. Other airlines that have signed on with OnAir for future deployment include Air Asia, British Airways, Hong Kong Airlines, Kingfisher, Qatar Airways and TAM.

Row 44 says it will provide cellphone service to Norwegian Air Shuttle, a regional carrier in Europe, early next year.

The social and etiquette concerns that perplex Americans haven't been a major issue abroad, says OnAir CEO Benoit Debains. None of OnAir's client airlines imposes a time limit on conversations, but an average call lasts two minutes. "There is kind of an etiquette built up," he says.

Back in the USA, Flessing says he didn't think his fellow passengers were upset about his calls on his recent American flight. His seatmate, an off-duty flight attendant, was curious and encouraged him to test Skype. Other passengers on his row also "were peeking over" out of curiosity.

"I'm very cautious about that," he says. "I had my hand around my mouth. I used a video headset."

Supreme Clientele
Carmelo Rivera

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Delta to Turn JFK Tower Pink for Breast Cancer Awareness

Delta Air Lines will kick off its fifth year of support for the Breast Cancer Research Foundation (BCRF) on Sept. 29 by lighting the New York-JFK air traffic control tower in pink and honoring breast cancer survivors with a live in-flight performance by Hard Rock International PINKTOBER Ambassador Melissa Etheridge. Delta will be joined by Etheridge, BCRF, and representatives from The Port Authority of New York and New Jersey at 5 p.m. EDT, Sept. 29 to light the exterior of the New York-JFK air traffic control tower in pink. Immediately following the lighting ceremony, Delta will host a charter flight for employee breast cancer survivors aboard its signature "pink plane" from JFK to Washington D.C.-Reagan National Airport. While in flight, Etheridge will perform a special acoustic rendition of her hit single "I Run for Life."


"It is inspiring to our employees and customers to become increasingly involved in raising awareness and funds for this important cause," said Joanne Smith, senior vice president of In-Flight Service. "Launching this year's breast cancer awareness campaign in New York continues our growing support and presence in the city. After 'painting' JFK's control tower pink, having Melissa perform in-flight will be an emotional, heartwarming experience."


Delta's "pink" flight between New York and Washington is the first in a series of activities planned throughout October to commemorate Breast Cancer Awareness Month. Thousands of Delta flight attendants will don pink t-shirts and pink versions of the airline's red dress to offer pink lemonade to customers for $2 on flights worldwide, with net proceeds benefiting BCRF. Co-branded Delta and BCRF pink products, including pink luggage tags, tumblers, aprons and pens, also will be available beginning Sept. 15 at www.deltashop.com  for $2-$16 to benefit BCRF.


Delta's pink-and-white Boeing 757 aircraft, the "pink plane," featuring BCRF's trademarked pink ribbon logo on the tail of the aircraft and adjacent to the boarding door, first took flight in 2005. Since then, it has flown throughout the U.S., Latin America and the Caribbean to generate awareness for the cause. In that time, Delta has raised nearly $1.5 million for BCRF through donations from customers, employees and The Delta Foundation, the airline's charitable organization. The donations have funded the work of five researchers dedicated to the mission of achieving prevention and finding a cure for breast cancer. For more information, call 866-FIND-A-CURE or visit www.bcrfcure.org

Posted via email from Supreme Clientele Travel

Monday, September 28, 2009

Bag fees creep onto overseas flights

It's getting harder to leave behind baggage fees when passengers depart from the U.S.

Fees to check bags on international flights are creeping in and may be here to stay. In the past three months, all the big U.S. carriers have added $50 fees to check a second bag on flights to Europe. Delta and Continental are charging second-bag fees for flights to Latin America, too.

Airlines had already gone a similar route with domestic bag fees. United Airlines started with a fee to check a second bag last year, and other carriers followed. The wave of international bag fees got started July 1 when Delta began charging to check a second bag between the U.S. and Europe.

By limiting baggage fees to domestic flights, the U.S. carriers left out a huge chunk of their traffic. More than half of Continental's traffic this year has been international. At Delta, which started the move toward international bag fees, almost 39% of its traffic is international.

So far, the U.S. carriers don't charge bag fees on most Asian routes. That will likely change. And charging to check the first bag on international flights is a revenue opportunity that might be too good to pass up.

"Yes. Of course baggage fees will spread worldwide to include even the first bag," said Jay Sorensen, an airline consultant who has studied and written about the carriers' so-called ancillary revenue.

"I think baggage fees will be the most widespread of the a la carte fees, because they truly are optional," he said. "You don't have to check a bag."

Sorensen said U.S. carriers will run into trouble charging fees on codeshare flights, where a ticket on, say, fee-charging Delta, might have been sold by partner Air France, which checks two bags for free.

Airline fares have fallen sharply in the recession, and many in the industry have argued that fees are basically a way to make up some of the shortfall. Luggage is expensive to handle and its weight makes the plane burn more jet fuel, so it makes sense for that service to cost something, the thinking goes.

Delta originally said it would charge a second-bag fee on all international flights, not just those to Europe. Its announcement in April said it hoped to collect $100 million a year if the new fee went worldwide. It scaled back that plan to just Europe after other carriers didn't match it. Delta declined to make an executive available to talk about the fee.

Joe Brancatelli, who runs the business travel website JoeSentMe.com, said European airline customers are much more used to paying fees, whereas Asian airlines have maintained a more full-service approach, even in coach. Through August, United and Delta (with its Northwest subsidiary) carried the most traffic to Asia, while Delta and American were the biggest U.S. carriers to Europe.

The new fees are coming from a shrinking number of travelers. Traffic between North America and Europe on all airlines fell 12% to 25.4 million travelers through the first half of this year compared with the first half of 2008, according to the International Air Transport Association.

Travelers pushing baggage carts out of the international arrival section at Minneapolis-St. Paul International Airport generally felt the same way about international baggage fees as they would about an overeager customs officer.

"It does concern me, because I travel a lot doing mission work, so a lot of times I have full luggage," said Sammy Wanyonyi, an evangelist from Victoria, Minnesota. His gear includes cameras and lots of clothes for his trips to East and Central Africa.

When he left Minneapolis, he was told he could check up to 70 pounds (32 kilograms) in each bag. But traveling back from Nairobi, on another airline, the limit was 50 pounds (22.7 kilograms) — which nearly put him and two other short-term missionaries he was traveling with in a bind until the airline waived the extra fees.

"The most disconcerting thing is it seems like each place has its own rules," he said.

Jerry and Lori White are already experienced at dodging baggage fees on domestic U.S. flights. They live in Saudi Arabia but come back to the U.S. once a year for a month or so. While they're here, they leave their luggage with family while they fly between Minnesota and Texas and other stops to avoid paying baggage fees. They may have to get craftier to avoid the fees coming back from Saudi Arabia, though.

After getting off a flight from Amsterdam for this year's trip, Jerry White said they'll be even choosier about which airlines they fly if the U.S. carriers expand baggage fees to more international flights.

"We hate to fly the ones that only allow one bag," Lori White said. "It's not worth it. We won't fly American for a lot of reasons; one of them is the bag fees."

The international carriers are not alone in exploring new things to charge for. Southwest Airlines Co., which flies only in the U.S. and still doesn't charge baggage fees, began charging $10 to reserve a spot in the boarding line. A better spot in line has value because most Southwest passengers get their seats on a first-come, first-served basis.

Southwest said when it launched the "Early Bird" program that it hoped to raise perhaps $75 million a year in new revenue. The trick will be selling the spot in line without annoying regular customers, as well as "Business Select" customers who still get to be first in line but might settle for the cheaper "Early Bird" approach instead.

Kevin Krone, Southwest's vice president of marketing, said they don't expect Business Select travelers to buy the Early Bird passes instead. As for traditional Southwest fliers back in the line, "we don't anticipate that large enough numbers of people will take advantage of it that it will ultimately impact the boarding experience for those that don't purchase it," he said.

Posted via email from Supreme Clientele Travel

Three ways to avoid the newest travel 'gotcha'

Travelers often find out too late that companies have changed their terms.

Kenneth Miller thought he had squirreled away more than 100,000 Delta Air Lines frequent-flier miles, which he planned to use for a special 20th anniversary trip-

He thought wrong.

When he checked with the airline, it claimed he had no miles.

"My balance was at zero," he says. "It turns out that even though I used to have points with no expiration date, Delta had made changes to its program, and because of inactivity on my account, my points were deleted."

Why hadn't the airline told him? A company representative explained that Delta had gone "green" and stopped sending customers account notifications by mail. How about a friendly warning? No, a Delta agent said, adding that it was Miller's responsibility to keep up with the program rules.

"I feel like our dream anniversary has been shattered," says Miller, who lives in Albuquerque, New Mexico.

Delta is by no means the only airline, or for that matter the only travel company, to do this. One of the travel industry's favorite new tricks is waiting to tell you about onerous new terms until it's too late -- whether you're trying to modify a reservation or redeem your loyalty points. This kind of late notification seems to benefit only the travel company, never the traveler.

Perhaps the most accomplished at this troubling new practice are airlines. They like to play what my colleague Janice Hough calls the "expiring mileage game."

Hough, who is a travel agent, recalls the case of two clients who lost their miles on American Airlines, more or less the same way as Miller. "Only after they lost the miles did they get an e-mail asking if they wanted to take advantage of a limited-time offer to reinstate the miles for 1 cent per mile plus 7.5 percent tax and a $30 processing fee," she says.

I asked Delta about Miller's case. Katie Connell, an airline spokeswoman, said Miller could have avoided his account deletion by signing up for e-mail notifications from Delta's SkyMiles loyalty program. Connell fixed Miller's account "as a goodwill gesture," adding that this was "definitely a great opportunity to reiterate how important it is for our customers to keep their SkyMiles information current."

Whether these "gotchas" are an intentional new policy adopted by travel companies to increase their revenues -- or decrease the number of outstanding frequent flier miles -- or just a case of a few careless travelers being on the wrong side of a new rule, is debatable.

But you can avoid late notices. Here's how:

1. Assume nothing

That's a lesson Lena Mandala learned when she tried to buy business-class tickets from New York to Milan, Italy, using American Express rewards points on Delta Air Lines.

"In the past, this would be an 80,000- to 90,000-point ticket," she told me. "Now I'm being charged 200,000 points."

The revelation came as a shock to Mandala, a frequent flier. Travel companies probably count on you making assumptions such as hers -- otherwise they would warn their customers that redemption levels had more than doubled. But no. They wait until they've selected their seats (or worse) before springing the surprise.

2. Double-check your terms

Deborah Novak-Godden, a travel agent based in Chicago, Illinois, booked three airline tickets for her clients through a ticket consolidator (a company that buys tickets directly from airlines and resells them to travelers and agents at a discount). The wholesaler claimed the tickets were refundable. "But three days before their departure, I found out that the ticket was nonrefundable," she says.

Checking with the airline would have confirmed the terms of the ticket, and allowed her clients to make an informed decision about buying them. The problem is that there's no requirement that the full-ticket tariff -- the rules governing the use of the ticket -- be disclosed in a meaningful way. You have to ask for it.

3. Read all the fine print

Geraldine Smith wishes she had before buying tickets from London, England, to Seoul, South Korea, on Lufthansa. But then the miles to which she believed she was entitled never showed up in her account.

"After numerous attempts to get credit for the miles, I was told we had paid 'too little' for the tickets," she says. "I had never been given that information before we purchased or traveled. This would have been a lot of miles for each of us, so we were very upset to learn this after the fact."

Travel companies don't volunteer such details when you're booking a ticket or hotel room. Only later, when you try to collect award miles or change your reservation do they say, "Oh, did we forget to mention...?"

Bottom line

Expect a surprise the next time you travel. Talking directly with the airline, car rental company or hotel -- and reviewing the contract -- will only get you so far.

Travel companies should clearly disclose all relevant terms right up front. No surprises.

At times like this, when travel spending has plummeted and companies are trying every trick in the book to make an extra buck, this "gotcha" strategy appears to be gaining in popularity. Why? Largely because people aren't protesting them loudly enough. They feel they've gotten such a deal, what's a few extra dollars?

But what happens when prices go up again, and travel companies feel as if they can continue broadsiding their customers at every turn? Worse, what if the government looks the other way while they do it?

We probably won't have to wait long for the answers.

Posted via email from Supreme Clientele Travel

Looking for a Wi-Fi hot spot? Try 10,000 feet up

 
An American Airlines passenger uses Wi-Fi to access the Internet during a flight.

An American Airlines passenger uses Wi-Fi to access the Internet during a flight.


The days of being cut off from the Internet while you're on a plane are quickly disappearing.

A number of domestic airlines have recently begun offering Wi-Fi Internet access aboard planes, and other airlines say they are working toward making it happen.

"This is the year" for Wi-Fi on planes, said Jack Blumenstein, president and CEO of Aircell, whose Gogo® Inflight Internet service provides access on Delta Air Lines, American Airlines, AirTran and Virgin America flights, and will begin testing on United flights later this year. Gogo is installed on more than 200 commercial planes, and Blumenstein said he expected 1,200 aircraft to have Gogo capability by the end of 2009.

For now, Wi-Fi on domestic carriers' planes is limited to flights within North America. Gogo, which operates by transmitting signals from ground-level towers, functions across the United States and up to about 300 miles offshore. The company's access will cover the entire continent within a year or two, Blumenstein said.

Row 44, which uses satellite technology to provide connectivity to Southwest Airlines and Alaska Airlines, already covers much of North America and will roll out trans-Atlantic and European service in the third quarter of this year, said the company's CEO, John Guidon.

Neither company would release the exact cost of turning airplanes into Wi-Fi hot spots. But Blumenstein said Aircell managed to equip a plane for "substantially" less than $100,000. Row 44, which bills itself as the "industrial-strength solution" to airplane connectivity, costs hundreds of thousands of dollars per plane, Guidon said.

Another company, LiveTV, is a subsidiary of JetBlue that provides free e-mail and messaging aboard flights but doesn't offer open Web surfing. LiveTV, which uses air-to-ground technology, provides the service on select JetBlue flights and also is working with Frontier Airlines on offering Internet access aboard its planes.

The Wi-Fi venture has the potential to be "very profitable," said Harlan Platt, an airline industry expert and professor of finance at Northeastern University in Boston, Massachusetts.

"Normally, air carriers rush to purchase capital equipment that raises their cost but doesn't raise their revenue. ... This is actually a revenue-producing tactic. And it's a good one because it's providing value to the passenger and it's creating incremental revenues for the airline," Platt said.

Aircell, which shares its revenue from Gogo with the airlines, charges $9.95 for flights under three hours, $12.95 for flights longer than three hours and $7.95 to use a Wi-Fi capable handheld device for any flight length. Passengers can begin using the service once the plane reaches 10,000 feet. If the plane remains in flight for longer than three hours as part of a delay, passengers do not pay the higher fee, Blumenstein said.

Platt believes that business model will evolve to entice more passengers to use it.

The size of those fees could result in "a whole segment of the market that they're not going to capture," said Platt. The airlines will maximize their profits by convincing more passengers to use the system with a lower price, he said.

Platt predicted Aircell and the airlines would create a second tier of service, which would be less expensive but with fewer capabilities. He compared the strategy to airlines' price-reducing tactics to avoid empty seats on planes.

As Aircell and Row 44's services expand, LiveTV is monitoring passengers' usage to gauge how to move ahead with its own business model, said Mike Moeller, vice president of sales and marketing for the company.

"Yes, broadband is coming. We're sitting there asking, 'Who pays? Is it the airlines or the customers? And what will they pay? What is the right technology? ... When does all of this happen?' We're in weird economic times," Moeller said.

As for the possibility of passengers offending their seat-mates by surfing for inappropriate content, Blumenstein said nine months of Wi-Fi availability on American yielded no such incidents. Still, airlines including American, Delta and United have requested screening for potentially offensive content, he said.

On the other hand, Alaska Airlines, which uses Row 44, does not plan on using the company's content-blocking capabilities. Instead, flight attendants will follow standard protocol for objectionable material -- they'll ask passengers to stow it away, said Bobbie Egan, an airline spokeswoman.

Here is what major U.S. airlines offer, and what is coming up:

  • AirTran announced in May that it would equip all of its aircraft with Aircell's Gogo by summer 2009.
  • Alaska Airlines offers in-flight Wi-Fi through Row 44. The airline said it launched a trial in mid-February on flights along the West Coast to determine usage and demand, and announced in April it would begin to determine pricing.
  • American Airlines announced in late March it would install Gogo on more than 300 domestic aircraft over the next two years.
  • Delta Air Lines is using Gogo, and will have Wi-Fi capabilities aboard more than 330 aircraft by the end of this year, the airline announced in August 2008.
  • Frontier Airlines uses LiveTV for its in-flight entertainment. The airline is testing a LiveTV product that would provide Wi-Fi, which they hope to launch by the end of the year, said Frontier spokesman Steve Snyder. Pricing has not yet been determined, he said.
  • JetBlue provides limited, free Wi-Fi on its BetaBlue aircraft using LiveTV. Services include e-mail access through Yahoo! Mail, Microsoft Exchange, Gmail, Windows Live (Hotmail, MSN, Live) and AOL. Passengers can transmit Yahoo! instant messages and shop on Amazon.com's mobile site, and those with BlackBerry smart phones can access their accounts. JetBlue is not ruling out the possibility of offering expanded services for a fee, said company spokeswoman Alison Croyle. The airline plans to roll out the LiveTV service on more of its fleet this year, she said.
  • Southwest Airlines is testing Wi-Fi on four of its aircraft using Row 44 technology. After testing, which will probably last through April, the airline will determine pricing and how it will install the product on the rest of its fleet, spokeswoman Whitney Eichinger said.
  • United Airlines will use Gogo technology as it begins testing Wi-Fi on flights between New York and California in the second half of this year. The airline will decide on availability elsewhere after assessing feedback from testing, said United spokeswoman Robin Urbanski.
  • Virgin America offers Wi-Fi using Gogo on all flights between Washington and Los Angeles, California, and all of its Boston routes. The airline said its entire fleet will have Internet access by the second quarter of this year. In addition to Gogo's standard rates, Virgin America offers a rate of $5.95 for red-eye flights.
  • Continental and US Airways do not offer in-flight Wi-Fi, but representatives for those airlines said they are looking into it.
  • Posted via email from Supreme Clientele Travel

    El Morro: History written on stone

    EL MORRO NATIONAL MONUMENT, New Mexico — For centuries, Spanish explorers, U.S. Army troops, wagon train emigrants and railroad surveyors carved their names on a huge sandstone outcrop in what's now a national monument famed for those inscriptions.

    But the softness of the rock that allowed names to be chipped into the cliff at El Morro National Monument also is letting those signatures erode — jeopardizing the history the park is meant to protect.

    Over the years, officials have reattached fallen inscriptions, developed grout to keep moisture out of cracks and experimented with coatings to prevent signatures from wearing away.

    El Morro — Spanish for headlands — became a stopping point because of its reliable water, a pool fed by runoff from the cliff.

    Hundreds of travelers left their names — some famous; others with stories behind them.

    "All those things together make them historic," said Steve Baumann, archaeologist at the northwest New Mexico monument.

    "Pasa por aqui," wrote provincial governor Don Juan de Onate in 1605, "passed by here."

    Onate's inscription, one of the earliest, partially covers one of the prehistoric American Indian petroglyphs also carved on the rock.

    Don Diego de Vargas, who led the Spanish reconquest of New Mexico in 1692 after a Pueblo Indian revolt, signed his name that year, saying his conquest was "for the Holy Faith and for the Royal Crown ... at his own expense."

    Twelve-year-old Sallie Fox — who came through in a wagon train — wrote her proper name, Sarah, in 1858.

    The deeply incised, printer-like inscription of "P. Gilmer Breckinridge, 1859 Virginia," is marred by a chip biting into the C in his last name and edging up to the 9 in the date.

    Breckinridge came through El Morro with 25 camels from a short-lived Army experiment. He would later resign, join the Confederacy and die in the Civil War.

    The same expedition included "E. Pen Long, Baltimore," who left a large signature in flowing, perfect old-fashioned script.

    The group, doing reconnaissance, "had all kind of tools with them for marking features on the landscape for mapping purposes," Baumann said. "They would have been well-equipped to make some nice inscriptions."

    Although the expedition was in 1857, Breckinridge didn't carve his name until another trip in 1859.

    He wasn't the only person to visit El Morro more than once.

    "That's the case with Onate," Baumann said. "He was here three times before he left his name."

    Artist R.H. Kern carved his name in 1849 and 1850.

    Kern and Army Lt. J.H. Simpson, the first English signatures, recorded that they "visited and copied these inscriptions, September 17-18, 1849." They misspelled inscriptions, leaving out the "r."

    The largest concentration of signatures comes at the rock's north point, where a ledge — now mostly eroded — made it easy to write up high. Inscriptions range from Spanish explorers to employees of the Union Pacific railroad in the 1860s.

    Park officials removed some inscriptions in the 1920s, deciding anything carved after the monument's establishment in 1906 was graffiti.

    The effort didn't get everything. A cove closed to visitors has Army inscriptions dated around 1907.

    El Morro has been working with the University of Pennsylvania on preservation since the early 1990s. The latest phase will produce a conservation plan next spring.

    The park is "not a museum artifact you can put under glass and keep from changing," said associate professor Randall Mason, who teaches in the school's graduate historic preservation graduate program.

    The rock's condition, the soil, the affect of water and the landscape have been studied but "what's missing is what connects all those aspects and the dynamics between them," he said.

    Preservation efforts aren't new. In 1926, El Morro's manager experimented with different coatings over the word "colorless" he'd carved on a boulder.

    Nothing works completely, Baumann said.

    "It's hard to calculate what's going to happen in 50, 100 years," he said. "You try and do something that you think will last, will help at the time and will continue to last and will do as little harm as possible. Ideally, something reversable."

    In places, sandstone has split, allowing water in. Insect burrowing is a threat, as is sandstone disintegration and clay washing out, draping over inscriptions.

    Even the famed pool could be damaging inscriptions around it. The pool was 11 feet deep (3.4 meters deep) this month, but its depth was closer to 3 feet (91 centimeters) in previous centuries, probably with a sandy beach that let people get close to carve, Baumann said.

    "One of the unfortunate consequences of raising the pool is that it appears to have affected these inscriptions, that it seems to have accelerated their deterioration," he said.

    When a ranger who worked at El Morro around the '40s returned, he "looked around the pool and said, 'My God, what happened to the inscriptions?' So that fast, we saw some change," Baumann said.

    Since 2006, the Center for Desert Archaeology in Tucson, Arizona, has used a laser to scan inscriptions, offering much more detail than photographs. Recent scans can be superimposed on earlier ones, highlighting changes.

    It's allowing park officials to assess the rate of erosion for the first time.

    "That's a question we want to get at ... how fast are they eroding at different places," Baumann said.

    Then there's graffiti — up to 40 incidents a year. This year was particularly bad, with 11 in June alone. Graffiti is a violation of the Archaeological Resources Protection Act and carries stiff fines.

    A sign by Inscription Rock warns: "It is unlawful to mark or deface El Morro."

    "What we're trying to do is preserve this as it was, historically," Baumann said. "And a lot of other inscriptions that occur now — graffiti — it sort of detracts from that historic feel."


    Posted via email from Supreme Clientele Travel

    Puerto Rico Gets Ready for Hotel & Tourism Convention

    The Puerto Rico Hotel & Tourism Association's (PRHTA) Convention begins Sept. 30 with a focus on stakeholder and community commitment. The 23rd annual convention will take place at the Puerto Rico Convention Center from Sept. 30 through Oct. 2. "Tourism is changing, both in Puerto Rico and across the globe," said Clarisa Jiménez, president of PRHTA. "In past conventions we have emphasized that we must work as a team to offer excellent service to our visitors. We are now highlighting that tourists are indeed everyone's responsibility -- not just of tourism industry professionals but also of the entire community." Under the slogan "Tourists: Everyone's Responsibility," the convention once again includes a casino convention with seminars specifically tailored to this sector, which attracts hundreds of millions of dollars annually to the local economy, as well as many other workshops and sessions designed to improve quality of service. They include professional improvement, the sharpening of casino skills, an exhibition of products and services, and awards for the best professionals in the tourism industry.


    This year's convention will offer 38 seminars with local and international speakers tackling areas such as services, sales, marketing, human resources and etiquette. The parallel trade show will feature 140 exhibitors showcasing their goods and services to the hospitality industry as well as culinary competitions and demonstrations from the best chefs and restaurants of Puerto Rico. More than 2,500 delegates from the hospitality and casino industry are expected at the convention, including stakeholders from the Caribbean region. For more information, call787-758-8001 or visit www.prhta.org/convention.php.


    Posted via email from Supreme Clientele Travel

    Travel Industry Leaders Push to Open Cuba to U.S. Visitors

    NTA President Lisa Simon, CTP, joined U.S. Rep. Sam Farr (D-Calif.) and other partners supporting the Freedom to Travel to Cuba Act for a Sept. 21 New York media blitz. Farr and Simon were joined by USTOA President and CEO Bob Whitley, and Geoff Thale and Angelica Salazar with the Washington Office on Latin America, a human rights organization supporting normal relations with Cuba, including the lifting of the travel ban. The Freedom to Travel to Cuba Act (HR 874, S 428) was introduced on Feb. 4, in the Senate and on Feb. 12, in the House of Representatives. Its passage would allow Americans to legally travel to Cuba. Simon said NTA supports the Freedom to Travel to Cuba Act because Americans should have the freedom to travel to all destinations. Cuba is currently the only country Americans are banned from visiting. Because Cuba is a new destination that is very intriguing to travelers, tour operators will have the boost of new product to offer.

    Farr called the opening of Cuba a "shovel-ready project," referring to the fact that once the travel restrictions are lifted there will be an economic boost "because we can immediately put people to work." When asked when he felt the ban would be lifted, Farr said he felt it could be done this year. He pointed to the collaboration of the Sept. 21 media trip as a positive sign, saying it's significant that the travel community, the lawmaker and the human rights equation were joining forces to advocate for opening Cuba as a destination. The group held interviews and meetings with editors and journalists. For more information, visit www.NTAonline.com.


    Posted via email from Supreme Clientele Travel