
A Lifetime Guarantee Where It Matters Most: How Briggs & Riley Rewrote The Rules For Today's Traveller
Founded in 1993 and based in Hauppauge, New York, Briggs & Riley built its name not on trend or ... More marketing bravado, but on a single radical idea: What if a luggage company genuinely stood by its products for life? Their 'Simple as That' guarantee covers even airline damage—an offer so unusual in a marketplace defined by disclaimers that it felt almost revolutionary. More than a policy, it became a promise: one that spoke to the frustrations, anxieties, and aspirations of serious travellers.
In a world where loyalty is increasingly fragile, the rarest currency is trust.
Today's consumer has become adept at navigating hollow promises—particularly in travel, where every guarantee seems accompanied by hidden caveats and fine print.
And yet, one brand stands apart in the most tangible, reassuring way: Briggs & Riley, with its legendary 'Simple as That' lifetime guarantee.
In an era of rising air travel, soaring luggage mishandling rates, and growing consumer scepticism, Briggs & Riley's commitment to durability and service has never felt more relevant—or more valuable.
The numbers speak for themselves.
In 2022 alone, over 26 million pieces of luggage were delayed, damaged, or lost—representing a mishandling rate of 7.6 bags per 1,000 passengers globally. That's a 74% jump from 2021, driven by the resurgence of long-haul and international travel after pandemic restrictions eased.
At the same time, global air traffic has soared.
2024 saw a 10.4% increase in total passenger kilometres flown compared to 2023, and travel now exceeds pre-pandemic levels by almost 4%, according to IATA. Business travel is returning, leisure trips are booming, and existing travellers are flying more frequently than ever before.
More travellers, more luggage, more strain—and more opportunities for things to go wrong.
In this environment, the traditional model of treating luggage as disposable—designed to last a few trips at most—is increasingly out of sync with the way modern consumers live, work, and move.
Founded in 1993 and based in Hauppauge, New York, Briggs & Riley built its name not on trend or marketing bravado, but on a single radical idea:
What if a luggage company genuinely stood by its products for life?
Their 'Simple as That' guarantee covers even airline damage—an offer so unusual in a marketplace defined by disclaimers that it felt almost revolutionary.
More than a policy, it became a promise: one that spoke to the frustrations, anxieties, and aspirations of serious travellers.
Where other brands focused on aesthetics or celebrity endorsements, Briggs & Riley innovated meaningfully: developing features like the NXpandable System for more internal space, and the Outsider Handle design to ensure a wrinkle-free packing surface.
Form, yes—but also fundamental function, carefully considered.
Battle-weary - my Briggs & Riley departing on another adventure. In 2022, as international travel ... More began accelerating once more, I made a investment in a Briggs & Riley suitcase—one that would accompany me on near-monthly long-haul trips across Europe, the Middle East, and the United States. It wasn't a light decision. Like many professional travellers, I needed reliability, resilience, and reassurance - and it was a considerable purchase decision for me.
I experienced the value of that promise first-hand.
In 2022, as international travel began accelerating once more, I made a investment in a Briggs & Riley suitcase—one that would accompany me on near-monthly long-haul trips across Europe, the Middle East, and the United States. It wasn't a light decision. Like many professional travellers, I needed reliability, resilience, and reassurance - and it was a considerable purchase decision for me.
Over the years, the suitcase endured everything that heavy, often punishing travel life could inflict.
When, eventually, signs of fatigue appeared, I submitted it for repair—nervous, if I am honest, about what 'lifetime guarantee' would really mean in practice.
The experience could not have been clearer or kinder. Within 48 hours after a polite email stating it was easier to replace rather than repair, a new case was delivered. No protracted negotiations, no small-print disputes. Just the fulfilment of a promise made at purchase.
It wasn't just the speed that impressed me. It was the confidence it restored: the sense that I was genuinely seen and valued, not simply treated as another transaction.
In a world that increasingly feels impatient and impersonal, that matters.
Briggs & Riley's enduring success offers critical lessons that reach far beyond the luggage sector on the importance of delivering on brand promise:
As global travel continues to expand—buoyed by rising middle classes, digital nomadism, and evolving work cultures—the demand for resilience, reliability, and real service will only intensify.
The new luxury is no longer about flash or fleeting trends.
It is about feeling secure, supported, and seen in a world that too often feels transient.
Briggs & Riley's model isn't just a testament to smart design or operational excellence. It's a reminder that in any industry, the greatest differentiator is simple but rare:
Deliver what you promise—and then some.
In a marketplace crowded with noise, consumers are looking for brands they can trust to walk beside them—not just sell to them.
And when they find them, they stay loyal for life.

Try Our AI Features
Explore what Daily8 AI can do for you:
Comments
No comments yet...
Related Articles

Travel Weekly
3 days ago
- Travel Weekly
The impact of Trump's tariffs on aviation is up for debate
NEW DELHI, India -- Aviation leaders at IATA's Annual General Meeting presented a divided front on the potential impact of President Trump's tariffs on the aviation sector. While some members warn that the tariffs could disrupt global supply chains and increase operational costs, others believe the industry can adapt without significant damage. IATA director general Willie Walsh said that if tariffs stay relatively modest, like the 10% baseline tariffs the U.S. currently has in effect for imports, their impact on consumer demand will be minimal. In some previous periods of high tariffs, Walsh said, the airline industry grew significantly. "Industries adapt. People adapt," he said. His confidence wasn't fully shared by the trade group's chief economist, Marie Owens Thomsen, who said that increases in tariffs and trade barriers will have a long-term downward impact on global flight demand. U.S. tariffs are currently at their highest level since the 1930s. "Tariffs are a tax, and anything that you tax will shrink," she said. Cirium analysts also sounded an alarm in a report produced ahead of the IATA meeting. "While it is too early to judge any likely impact of tariffs on the commercial aviation sector, they pose a risk to demand and to supply," the analysis reads. The most immediate impact could be on aircraft production costs, since suppliers Airbus, Boeing and others source parts for any particular plane from all over the world. "The reality is that the supply chain for aircraft production is extremely complicated, globally distributed and is even more directly impacted by tariffs, or concerns about them, than air travel demand," said Vik Krishnan, an aviation-focused partner for the consulting firm McKinsey. The sheer volume of parts on commercial aircraft are a key complication. For example, an Airbus A320 has 340,000 parts. And components for a single plane, said Krishnan, are assembled in a number of countries. Today's uncertainty around tariffs, he said, has a real impact on aircraft manufacturers. Walsh called for aircraft and engine parts to be exempted from all global tariffs. He also said airlines would resist cost increases for aircraft unless suppliers can demonstrate justification. "We don't want to see any of the manufacturers, any of the suppliers, using tariffs as an excuse or an opportunity to increase their prices to the industry," he said. Airlines still on track for a good year Despite those concerns, IATA's latest forecast indicates that global financial uncertainty will have only a mild impact on 2025 airline performance, mostly due to lower fuel costs. The trade group projects global airline revenues of $979 billion this year, down from its forecast in December that the industry would realize revenue of $1 trillion for the first time. But revenue reductions will be almost entirely offset by lower-than-projected costs for fuel. IATA now expects a global fuel bill of $236 billion for airlines in 2025, with average jet fuel prices of $86 per barrel. That compares to an average per-barrel cost of $99 in 2024 and industrywide fuel costs of $261 billion. Overall, IATA now projects 2025 industry net profits of $36 billion, only slightly down from its December projection of $36.6 billion. IATA's projection assumes global GDP will grow 2.5% in 2025, down from 3.3% growth last year. IATA projects U.S. GDP to grow 1.5%, down from 2.8% in 2024. IATA does not expect a global recession, in part because of the positive macro impact of cheap fuel and because the Trump tariffs only impact the manufacturing sector and not the servicing sector, which represents more than half of the global economy. Even in the transatlantic market, where flight data company Cirium showed that U.S. arrivals dropped by more than 10% year over year in the first quarter, Walsh remains modestly bullish. Forward bookings look fine in the months to come across the Atlantic, he said, and two-way traffic outperformed 2024 by 2.4% in April. "I suspect when we do look back on 2025," Walsh said, "transatlantic traffic will be slightly better than 2024."


Skift
4 days ago
- Skift
Airlines Commit to 2050 Net Zero Goal, But Warn Flyers Face Higher Fares
Airlines may be sticking to their net zero goal, but they are now signalling that passengers may have to help foot the bill. The airline industry is sticking to its target of reaching net zero emissions by 2050, despite growing concerns over the slow ramp-up of green aviation fuels. The International Air Transport Association (IATA), which represents more than 350 airlines globally, reaffirmed its climate goal at the close of its two-day annual summit in New Delhi on Tuesday. 'There had been no talk of any delay to the target,' IATA director Willie Walsh said in a press conference, according to Reuters. He added that the goal remains both realistic and necessary. The target had come under scrutiny amid fears it might be delayed due to the lack of available low-emissions fuel. 'There is great concern that we're not making sufficient progress, not as airlines, but as the value chain that needs to support the airlines transitioning to net zero,' Walsh said. 'We still have time to get there, but we do need to see more action from all of the partners in the value chain.' Fuel Producers Not Playing Their Part Walsh called out oil majors and fuel producers for scaling back their investment in sustainable aviation fuel (SAF), the sector's preferred alternative to fossil-based jet fuel. The sector says SAF can reduce emissions by around 60%, but it currently accounts for less than 1% of global jet fuel use. 'We have made clear from the very beginning that the airline industry will not be able to achieve net zero in 2050 unless everybody in the wider value chain supports the industry in doing that,' Walsh said. 'I think it is a wakeup call.' While industry profits have rebounded since the pandemic, IATA warned that the cost of meeting net zero could reach as much as $4.7 trillion. Climate Costs Could Mean Higher Air Fares Reuters reported that IATA said some of that cost will likely be passed on to travelers through higher fares. Walsh and IATA have previously spoken about the risk of higher fares. "Going forward as we see increases in carbon costs, there has to be an impact on ticket prices as the industry transitions to net zero. The airlines cannot absorb increased costs," Walsh previously said. In a new report, IATA estimated that the average cost of SAF in 2024 was 3.1 times that of conventional jet fuel. It said that in 2025, it is projected to be 4.2 times that of jet fuel. Lufthansa has already introduced an environmental surcharge on all tickets from most European countries. The amount of the surcharge varies between $1 and $78, depending on the flight route. "This is due to steadily rising additional costs due to regulatory environmental requirements," the airline said in a statement. "These include the statutory blending quota of initially 2% for SAF for departures from European Union." IATA is expected to release further guidance on SAF deployment and financing later this year. Fuels Europe, which represents companies like BP and Shell, have rejected the aviation industry's claims. 'We reject claims from the aviation sector suggesting a lack of sustainable aviation fuel supply,' the group previously told Skift. 'Our members are on track to meet their current mandate and exceed 2030 targets. Despite policy and investment challenges, European fuel producers have rapidly scaled SAF output and lowered costs.' Skift's in-depth reporting on climate issues is made possible through the financial support of Intrepid Travel. This backing allows Skift to bring you high-quality journalism on one of the most important topics facing our planet today. Intrepid is not involved in any decisions made by Skift's editorial team.
Yahoo
4 days ago
- Yahoo
Trade Pressures Prompt IATA to Lower 2025 Air Cargo Demand Forecast
Air cargo demand for 2025 is tapering off further than initially forecast as the Trump administration's tariffs and the removal of the de minimis provision for Chinese goods entering the U.S. take their toll on trade. According to the International Air Transport Association (IATA), total demand will inch up just 0.7 percent this year to 275.7 billion cargo tonne-kilometers (CTKs), down from the 6 percent CTK growth first projected in December. In total, volumes carried via air are now projected to reach 68.6 million metric tons, up 0.5 percent from 2024, instead of the previously calculated 72.5 million metric tons. More from Sourcing Journal April Air Cargo Demand Climbs 5.8% as De Minimis Reform Drives Pre-Deadline Surge CMA CGM's $600M Vietnam Port Project Reflects 'Sharp' Container Demand Urban Outfitters Spurns Air for Ocean Freight as Tariffs Settle in IATA had teased last month that the lobbying group was set to scale back its projections, citing the downside risks that have increased throughout the year. DHL has felt the lessening demand thus far to kick off 2025. Its DHL Express division saw time-definite international parcel volumes sink 7.1 percent to 975,000 items per day in the first quarter. The decline came as the company ended some third-party air cargo partnerships in the early months to cut excess capacity, including one joint venture with Atlas Air. The logistics giant has sought to focus more on profitability amid the dampened demand, and unveiled Monday it is raising costs to ship certain private customer parcels and small packages via air out of Germany. The 'moderate' price hikes will begin July 1, and will vary depending on the destination country. For example, sending an 'extra-small' package to North and South America will soon cost 16 euros ($18.30), rather than the current 12 euros ($13.70). A medium-sized package sent to the same region would jump to 22.49 euros ($25.70) from 18.49 euros ($21.15). 'Reasons for the necessary price adjustments starting in July include significantly increased labor, transportation, and delivery costs,' said DHL in a statement. 'Additionally, there are higher requirements and thus a greater effort for handling international shipments transported by air.' Announced alongside the price changes, DHL is expanding the use of the mobile parcel label, which allows customers to ship parcels and small packages to non-E.U. countries without the need to print shipping labels. As DHL aims to simplify some experiences, the air cargo demand equation remains impacted mostly by factors well out of carriers' control. In April, air cargo had its highest demand numbers for the year at 5.8 percent CTK growth, IATA said, surpassing the first quarter's 2.4 percent annual increase. But that April rush came in largely due to the May 2 closure of the de minimis provision as businesses sought to avoid the extra import tax now charged on parcels worth more than $800. According to the IATA, the de minimis trade accounts for 7 percent of Asian CTKs and nearly 3 percent of global air cargo traffic. With that in mind, demand growth is likely to decelerate further going forward, said the report. 'This trade is likely to drop significantly, which will have a considerable impact on freight rates to the U.S. from China,' the updated outlook report read. 'However, Chinese e-commerce brands may shift their focus from the U.S. to other markets, or even ship their products from other countries.' For 2025, the association also expects a decline in air cargo yields of 5.2 percent from last year due to the reduction in anticipated traffic and lower jet fuel prices—a far cry from the previous outlook that rates would be stable year over year. As air freight rates continue their descent, the easing of ocean freight rates throughout 2025 compared to the year prior has played a role in keeping more cargo out at sea. The Red Sea crisis effectively gave air freight a rare comparative pricing advantage, according to the IATA, as average container prices spiked to nearly $6,000 last summer due to the mass rerouting of vessels around southern Africa's Cape of Good Hope. Although ocean carriers have still mostly been sailing around Africa, ocean spot freight rates are now $2,508 on average, according to Drewry's World Container Index, mirroring rates seen at the start of the crisis. With ocean rates back to a more manageable level in recent months, air freight costs look less attractive for shippers in comparison, albeit less expensive than 2024. Despite the industrywide headwinds, IATA's director general Willie Walsh acknowledged 'it will still be a better year for airlines than 2024,' although slightly below previous projections. 'We anticipate airlines flying more people and more cargo in 2025 than they did in 2024, even if previous demand projections have been dented by trade tensions and falls in consumer confidence,' Walsh said in a statement. 'The result is an improvement of net margins from 3.4 percent in 2024 to 3.7 percent in 2025. That's still about half the average profitability across all industries. But considering the headwinds, it's a strong result that demonstrates the resilience that airlines have worked hard to fortify.' Error in retrieving data Sign in to access your portfolio Error in retrieving data Error in retrieving data Error in retrieving data Error in retrieving data