Top 85 Air Travel Markets
Air Travel Price Index Percent Change, Third
Quarter 1995 to Third Quarter 2006 (First Quarter 1995 = 100)
| Rank | Origin | Third Quarter 1995 | Third Quarter 2006 | Percent Change from 1995 |
|---|---|---|---|---|
| Largest Increases | ||||
| 1 | Long Beach, CA | 86.69 | 166.82 | 92.4 |
| 2 | Lihue (Kauai), HI | 102.54 | 190.70 | 86.0 |
| 3 | Burbank/Glendale/Pasadena, CA | 101.18 | 164.05 | 62.1 |
| 4 | Kona, HI | 100.39 | 162.02 | 61.4 |
| 5 | Anchorage, AK | 107.74 | 160.43 | 48.9 |
| ATPI for All U.S. Origins | 100.36 | 117.43 | 17.0 | |
| Largest Decreases/Smallest Increases | ||||
| 1 | Denver, CO | 107.01 | 103.48 | -3.3 |
| 2 | Manchester, NH | 96.30 | 94.63 | -1.7 |
| 3 | Richmond, VA | 100.20 | 103.20 | 3.0 |
| 4 | Chicago, IL | 106.09 | 109.41 | 3.1 |
| 5 | Baltimore, MD | 103.19 | 106.59 | 3.3 |
SOURCE: BTS, based on calculations using data from the BTS Passenger Origin and Destination Survey.
For indexes for the following markets, go to http://www.bts.gov/xml/atpi/src/index.xml:
Alabama: Birmingham
Alaska: Anchorage
Arizona: Phoenix, Tucson
Arkansas: Little Rock
California: Burbank, Greater Los Angeles, Long Beach, Los Angeles, Oakland, Ontario, Sacramento, San Diego, San Francisco, San Jose, Santa Ana (Orange County)
Colorado: Colorado Springs, Denver
Connecticut: Hartford
District of Columbia: Washington, DC (Dulles and Reagan National combined)
Florida: Ft. Lauderdale, Ft. Myers, Jacksonville, Miami, Orlando, Tampa, West Palm Beach
Georgia: Atlanta, Savannah
Hawaii: Honolulu, Kahului (Maui), Kona, Lihue (Kauai)
Idaho: Boise
Illinois: Chicago (Midway and O’Hare combined)
Indiana: Indianapolis
Iowa: Des Moines
Kentucky: Louisville
Louisiana: New Orleans
Maryland: Baltimore
Massachusetts: Boston
Michigan: Detroit, Grand Rapids
Minnesota: Minneapolis/St. Paul
Missouri: Kansas City, St. Louis
Nebraska: Omaha
Nevada: Las Vegas, Reno
New Hampshire: Manchester
New Jersey: New York/Newark
New Mexico: Albuquerque
New York: Albany, Buffalo, Long Island, New York/Newark, Rochester, Syracuse
North Carolina: Charlotte, Greensboro/High Point, Raleigh/Durham
Ohio: Cincinnati, Cleveland, Columbus, Dayton
Oklahoma: Oklahoma City, Tulsa
Oregon: Portland
Pennsylvania: Philadelphia, Pittsburgh
Rhode Island: Providence
South Carolina: Charleston
Tennessee: Memphis, Nashville
Texas: Austin, Dallas/Ft. Worth, El Paso, Houston, San Antonio
Utah: Salt Lake City
Virginia: Norfolk, Richmond
Washington: Seattle, Spokane
Wisconsin: Milwaukee
Puerto Rico: San Juan
Brief Explanation of the ATPI
The ATPI is based on fares paid by travelers and draws its data from the BTS Passenger Origin and Destination Survey. Through this survey, BTS collects information from the airlines on a 10-percent sample of airline tickets. Each ticket sold is assigned an identification number, and if this number ends in 0, the ticket is in the sample.
The index measures the aggregate change in the cost of itineraries originating in the United States, whether the destinations are domestic or international, but only for U.S. carriers (excluding charter air travel). The ATPI is based on the changes in the price of individual itineraries, that is, round trips or one-way trips for which no return trip is purchased, and the relative value of each itinerary, for the set of matched itineraries.
The index uses the first quarter of 1995 as the reference point (expressed as the number 100) against which all subsequent quarterly prices are measured. ATPI values below 100 represent overall “cost of flying” levels less than those in the first quarter of 1995, while values above 100 represent cost of flying levels that exceed those of the first quarter of 1995. ATPI levels can be used to compute percentage changes in overall fare costs between any two quarters in an ATPI series.
Unlike many other price index estimates, the ATPI is not based on a fixed “market basket” of air travel services. Rather, all of the data from the Passenger Origin and Destination (O&D) Survey are fed into the estimation system each quarter, and this collection of itineraries varies from one quarter to the next. New entry, including routes and carriers, will not be included in the ATPI calculations until it has been present in the O&D Survey for two consecutive quarters.
For price comparison purposes, itineraries flown in each quarter are “matched up” with identical or very similar itineraries flown in other quarters. A price index formula is then used to compute aggregate index estimates such as those that appear in this release.
The fares reported in the O&D Survey include taxes, so the ATPI values reflect changes in tax rates as well as changes in fares received by the airlines. The ATPI values in this release are not adjusted for seasonality, so some movements in the series are due to seasonal variations in airfares.
The ATPI differs from the Bureau of Labor Statistics’ (BLS) airfare index, a
component of the Consumer Price Index. The BLS index is based on fares
advertised through SABRE, a leading computerized airline ticket reservation
system, while the ATPI uses actual fares paid by travelers. Since a growing
number of tickets are purchased through the internet at discounted prices not
listed with SABRE, the ATPI does not show the same levels of increases as the
BLS index.
Source: BLS
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