Using Disaggregated Socioeconomic Data in Air Passenger Demand Studies (2019) / Chapter Skim
Currently Skimming:
Pages 25-66
The Chapter Skim interface presents what we've algorithmically identified as the most significant single chunk of text within every page in the chapter.
Select key terms on the right to highlight them within pages of the chapter.
From page 25... ...
25 C H A P T E R 3 Two broad categories of disaggregated socioeconomic data are especially important for modeling and forecasting air passenger activity at airports or larger regions. This chapter is a summary of these data and their sources.
|
From page 26... ...
26 Using Disaggregated Socioeconomic Data in Air Passenger Demand Studies different socioeconomic groups choose to travel by air, contributing to the understanding of how general societal characteristics are distributed within the air traveling public -- which is also the airport using public. Future research needs that could help improve and focus the use of disaggregated socioeconomic data in the analysis of air travel demand also is discussed.
|
From page 27... ...
Sources of Disaggregated Socioeconomic Data 27 is available at links related to each of the eight BLS Regional Offices, which can be found at http://www.bls.gov/data/#regions. • Economic Activity: BEA develops and maintains databases for GDP, personal income and personal consumption expenditures at the national, state, county, and MSA levels.
|
From page 28... ...
28 Using Disaggregated Socioeconomic Data in Air Passenger Demand Studies The Woods & Poole socioeconomic data for a given geographical area are reported starting with 1970 values. After the most recent year of actual data (2015 for the case studies conducted as part of this project)
|
From page 29... ...
Sources of Disaggregated Socioeconomic Data 29 which in this form and others has been widely discussed and examined as evidence of growing income inequality in the United States, may also have important implications for understand ing trends in air passenger demand to the extent that those with higher incomes have a greater propensity to use air transportation. These national trends in income distribution can be related to other socioeconomic and demographic trends that can also be depicted with data from the Census Bureau.
|
From page 30... ...
30 Using Disaggregated Socioeconomic Data in Air Passenger Demand Studies born between 1946 and 1964) moving through Figure 3, where they first show up as the bulge beginning around 1971 in households headed by someone between 25 and 34.
|
From page 31... ...
Sources of Disaggregated Socioeconomic Data 31 more disaggregated way are clearly positively correlated with one another, it may not be easily understood whether the observed increased propensity to travel by air is due to the household's greater wealth or its greater age. Other similarly correlated disaggregated socioeconomic characteristics, such as educational attainment and household income, present similar analytic challenges for understanding and modeling how individual socioeconomic characteristics contribute to passenger demand for air travel.
|
From page 32... ...
32 Using Disaggregated Socioeconomic Data in Air Passenger Demand Studies The current project analyzed response data from a range of surveys of various types: • General socioeconomic household surveys – CES • Air passenger surveys – Airport intercept surveys – SIAT – Online surveys of air travelers • Household travel surveys – National household travel surveys – State household travel surveys Consumer Expenditure Survey The PublicUse Microdata (PUMD) dataset of the U.S.
|
From page 33... ...
Sources of Disaggregated Socioeconomic Data 33 (and other) expenditures for each trip.
|
From page 34... ...
34 Using Disaggregated Socioeconomic Data in Air Passenger Demand Studies The percentage of households that reported no air trips in the past year declines with increas ing income, as could be expected. Surprisingly, about 10% of households with incomes less than $20,000 reported making at least one air trip in the past year, with those households reporting an average of about 1.4 trips in 2006 and 2010 and 1.7 trips in 2014.
|
From page 35... ...
Sources of Disaggregated Socioeconomic Data 35 Since the household income ranges are expressed in current dollars for each year, it is unclear to what extent the changes in the distribution from 2006 to 2014 reflect a shift into higher income categories as real incomes rise versus a shift in the distribution of real income from lower income to higher income households. Respondent Age.
|
From page 36... ...
36 Using Disaggregated Socioeconomic Data in Air Passenger Demand Studies The survey findings shown in Tables 4 and 5 have interesting implications for future trends in air travel demand. Table 5 shows that the percentage of the population aged over 64, which make the lowest average number of air trips per household, can be expected to continue to increase while the percentage between ages 45 and 64, which make the highest average number of air trips per household, can be expected to continue to decline.
|
From page 37... ...
Sources of Disaggregated Socioeconomic Data 37 an average number of air trips less than half of that by households with a white respondent in 2006 and 2014, and slightly over half in 2010, while households with a black respondent reported an even lower average number of air trips than those with a Hispanic respondent. In 2006 and 2014, households with a black respondent reported an average number of air trips less than a third of that by those with a white respondent, although in 2010 they reported a significantly higher average number of air trips that was over half that reported by households with white respondents.
|
From page 38... ...
38 Using Disaggregated Socioeconomic Data in Air Passenger Demand Studies It should also be noted that differences in air travel propensity between the different race/ ethnicity categories are likely to be at least partly influenced by differences in household income rather than race/ethnicity per se, so care is needed to avoid doublecounting the influence of both factors. Overall Air Travel Propensity The decline in the average number of air trips per year across all households from 2010 to 2014 (a decrease of about 3.6%)
|
From page 39... ...
Sources of Disaggregated Socioeconomic Data 39 household income ranges and age ranges and race/ethnicity of survey respondents are inter related. Ideally, one would like to know how average air travel propensity varies by households of a given income, age, and race/ethnicity of household members.
|
From page 40... ...
40 Using Disaggregated Socioeconomic Data in Air Passenger Demand Studies The surveys were undertaken by the airport authority, except where noted. The MWCOG surveys were each undertaken using the same survey questions at each airport and at the same time of year.
|
From page 41... ...
Sources of Disaggregated Socioeconomic Data 41 income for the previous calendar year, before adjusting the responses to a consistent set of household income ranges. Although the general pattern is broadly consistent across the nine surveys, the average numbers of annual trips for each income range and in total for each survey differ consider ably.
|
From page 42... ...
42 Using Disaggregated Socioeconomic Data in Air Passenger Demand Studies The average number of air trips in the past 12 months reported by survey respondents to five recent air passenger surveys by respondent age range is shown in Table 10. Respondents in the age range 45 to 54 reported the highest average number of air trips in the past year for all surveys except the MWCOG 2013 survey, where respondents in the age range 55 to 64 reported a slightly higher average number of air trips.
|
From page 43... ...
Sources of Disaggregated Socioeconomic Data 43 airports in the region that they had used. However, the survey did not ask respondents how many air trips they had made in the past year.
|
From page 44... ...
44 Using Disaggregated Socioeconomic Data in Air Passenger Demand Studies and $75,000. No survey respondents who were making a business trip reported a household income below $25,000, while only 7% of those making a personal trip reported an income below $25,000.
|
From page 45... ...
Sources of Disaggregated Socioeconomic Data 45 current air trip being taken by respondents and traveler characteristics, although these do not include household income. ACI staff provided ASQ survey response data for surveys undertaken at 28 deidentified airports in 2015 for the following questions: • Trip purpose • Number of return air trips made in the past 12 months • Nationality • Country of residence • Postal code • Gender • Age The dataset comprised 68,484 survey responses, of which 58,448 were by U.S.
|
From page 46... ...
46 Using Disaggregated Socioeconomic Data in Air Passenger Demand Studies incomes. The difference in average annual air trips between survey respondents making business and nonbusiness trips is similar to that found in the surveys at large airports.
|
From page 47... ...
Sources of Disaggregated Socioeconomic Data 47 Survey of International Air Travelers SIAT is undertaken annually by the National Travel & Tourism Office (NTTO) (formerly the Office of Travel and Tourism Industries)
|
From page 48... ...
48 Using Disaggregated Socioeconomic Data in Air Passenger Demand Studies The percentage of respondents reporting annual household incomes under $20,000 in the 2015 survey excluded those reporting incomes under $10,000, so it is to be expected that this per centage would be lower than for 2005 and 2010 (and the percentages for other income ranges correspondingly higher, although the effect in each income range would be relatively small)
|
From page 49... ...
Sources of Disaggregated Socioeconomic Data 49 air travel propensity (those aged 18 to 24) and those in the age range with the highest propensity (those aged 45 to 49 in 2005 and 50 to 54 in 2010 and 2015)
|
From page 50... ...
50 Using Disaggregated Socioeconomic Data in Air Passenger Demand Studies surveys of air passengers at airports. Although online surveys of air travelers typically collect information on air trips made by respondents, they are really a form of a household survey in that each respondent usually represents one household (or one individual within a household)
|
From page 51... ...
Sources of Disaggregated Socioeconomic Data 51 The proportions of trips by different purposes are significantly different for male and female respondents. Only 19% of female respondents made a trip for business purposes, compared to 35% for male respondents, although both male and female respondents made a similar percentage of trips to attend a conference or similar event.
|
From page 52... ...
52 Using Disaggregated Socioeconomic Data in Air Passenger Demand Studies trip. It was assumed that the average air party sizes for business and personal trips by male and female survey respondents in the past year were the same as reported for the most recent trip.
|
From page 53... ...
Sources of Disaggregated Socioeconomic Data 53 drawn from an Ipsos panel, supplemented with panels from partner organizations, and other sources. The sample was selected to reflect the demographics of the U.S.
|
From page 54... ...
54 Using Disaggregated Socioeconomic Data in Air Passenger Demand Studies highest average number of air trips, those age 25 to 44, reported an average trip rate three times that reported by respondents age 65 and over. The A4A surveys provides a useful complement to the other air passenger surveys discussed earlier and to the household travel surveys discussed in the next section, since they are surveys of all American adults, whether or not they made an air trip in the past year.
|
From page 55... ...
Sources of Disaggregated Socioeconomic Data 55 some of the distributions of respondent characteristics reported in presentations by A4A staff suggest that the survey may have undersampled some population segments or the weighting of the survey data may have distorted the results. Summary and Conclusions The analysis of air passenger surveys has shown that air travel propensity, expressed as the average number of air trip per year, varies widely with a broad range of respondent socio economic characteristics, including household income, age, race/ethnicity, and educational attainment.
|
From page 56... ...
56 Using Disaggregated Socioeconomic Data in Air Passenger Demand Studies primary focus of the current research, analysis of household travel surveys can contribute to a better understanding of how mode choice decisions in making longdistance trips affect the demand for air travel. The research team examined four such household travel surveys, two national surveys and two statewide surveys.
|
From page 57... ...
Sources of Disaggregated Socioeconomic Data 57 August 2000, only asked about the number of days on which a respondent flew in the previous 30 days, without distinguishing between commercial flights and general aviation flights. How ever, subsequent surveys had separate questions for commercial and general aviation flights.
|
From page 58... ...
58 Using Disaggregated Socioeconomic Data in Air Passenger Demand Studies Further details of the analysis of these survey responses are presented in Appendix C The most striking findings of the analysis of the survey results for both periods is that although the percentage of survey respondents who reported taking one or more commercial flights in the previous month increased strongly with income, with only about 2% to 3% of survey respondents with a household income under $15,000 taking at least one flight but over 30% of survey respondents with a household income of $100,000 or more taking at least one flight.
|
From page 59... ...
Sources of Disaggregated Socioeconomic Data 59 The longdistance travel log provided space for recording up to eight longdistance trips of 50 or more miles made by any household member during the 8 weeks preceding the travel diary day, starting with the most recent trip. Thus if the household members made more than eight such trips, only the most recent eight trips could be recorded on the longdistance travel log that was provided.
|
From page 60... ...
60 Using Disaggregated Socioeconomic Data in Air Passenger Demand Studies Because some respondents reported air trips beginning or ending at an airport rather than their home zip code, those trip legs were classified as outbound or return legs if the airport in questions was within 150 miles of the home zip code. Examination of the data showed that a small number of reported air trips were made by general aviation, military flights, or were not in fact air trips and these were excluded from valid airline trips.
|
From page 61... ...
Sources of Disaggregated Socioeconomic Data 61 likelihood of the members of any given household making more than one air trip in this period is quite small, even if the household makes several air trips per year. This is reflected both in the high percentage of households (70%)
|
From page 62... ...
62 Using Disaggregated Socioeconomic Data in Air Passenger Demand Studies log that covered all trips over 100 miles made by household members in the 3 months prior to the assigned travel day. Information on household composition and characteristics collected included the age, gender, and employment status of each household member, the vehicles owned by the household members, and the household income.
|
From page 63... ...
Sources of Disaggregated Socioeconomic Data 63 The overall air travel propensity shown in Table 25 is equivalent to 9.6 passenger trips per household on an annual basis, assuming that the numbers of annual trips are four times the numbers reported for the previous 3month period. This is slightly higher than the weighted average of about 8.7 air trips in the previous 12 months reported in the airport air passenger surveys shown in Table 9.
|
From page 64... ...
64 Using Disaggregated Socioeconomic Data in Air Passenger Demand Studies month and the average number of days in which they had used air travel. Also, as could be expected, of those households that had made air trips, the percentage that had made business air trips increased strongly with income, as did the average number of days that those respondents used air travel for business trips.
|
From page 65... ...
Sources of Disaggregated Socioeconomic Data 65 partner, although of course this is not always the case. The situation is a little more complicated in the case of households with more than two adults, since the other adults could be adult children or parents or other relatives of the survey respondent and hence could be significantly younger or older than the survey respondent.
|
From page 66... ...
66 Using Disaggregated Socioeconomic Data in Air Passenger Demand Studies activity) will tend to decline over time as real incomes rise unless offset by reductions in the real cost of air travel.
|
Key Terms
This material may be derived from roughly machine-read images, and so is provided only to facilitate research.
More
information on Chapter Skim is available.