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Julia Wick | (TNS) Los Angeles Times As California politicos look ahead to 2025, the biggest question looming is whether Vice President Kamala Harris — a native daughter, battered just weeks ago by presidential election defeat — will enter the 2026 California governor’s race. Related Articles National Politics | Senate begins final push to expand Social Security benefits for millions of people National Politics | Trump taps immigration hard-liner Kari Lake as head of Voice of America National Politics | Trump invites China’s Xi to his inauguration even as he threatens massive tariffs on Beijing National Politics | Pressure on a veteran and senator shows what’s next for those who oppose Trump National Politics | What Americans think about Hegseth, Gabbard and key Trump Cabinet picks AP-NORC poll Harris has yet to give any public indication on her thoughts and those close to her suggest the governorship is not immediately top of mind. But if Harris does ultimately run — and that’s a massive if — her entrée would seismically reshape the already crowded race for California’s highest office. Recent polling suggests Harris would have a major advantage, with 46% of likely voters saying they were somewhat or very likely to support her for governor in 2026, according to a UC Berkeley Institute of Governmental Studies survey co-sponsored by The Times. “If Vice President Harris were to choose to run, I am certain that that would have a near field-clearing effect on the Democratic side,” Rep. Katie Porter, D-Irvine, said during a recent UC Irvine panel interview . Porter, a high-profile Democrat who has been eyeing the wide-open governor’s race, has yet to say whether she plans to run. Porter’s point was broadly echoed in conversations with nearly a dozen California political operatives and strategists, several of whom requested anonymity to speak candidly. Most speculated that a Harris entry would cause some other candidates in the race to scatter, creating further upheaval in down-ballot races as a roster of ambitious politicians scramble for other opportunities. “In politics, you always let the big dogs eat first,” quipped Democratic political consultant Peter Ragone. The current gubernatorial field is a who’s who of California politicians, but lacks a clear favorite or star with widespread name recognition. The vast majority of California’s 22 million voters have yet to pay attention to the race and have little familiarity with the candidates. The list of Democratic candidates includes Los Angeles’ first Latino mayor in more than a century ( Antonio Villaraigosa ); the first female and first out LGBTQ leader of the state Senate ( Toni Atkins ); the sitting lieutenant governor and first woman to hold that post ( Eleni Kounalakis ); the state superintendent of public instruction ( Tony Thurmond ) and the former state controller ( Betty Yee ). Democratic Gov. Gavin Newsom is serving his second term as California governor, meaning he is ineligible to run again. Several other Democrats, including Porter, outgoing Health and Human Services Director Xavier Becerra and state Atty. Gen. Rob Bonta have also publicly toyed with the idea of a run. They could be less likely to enter the fray should Harris decide to run. What the billionaire mall mogul Rick Caruso — who has also been exploring a run — would choose to do is an open question, as Caruso might contrast himself with Harris as a more centrist candidate. The real estate developer was a registered Republican until November 2019. It’s unlikely that Harris will proffer a public decision in the immediate term, leaving plenty of time for political insiders to game out hypotheticals in the weeks and months to come. Harris’ office did not respond to a request for comment. “I think every candidate for governor is trying to get some kind of intel,” Mike Trujillo, a Los Angeles-based Democratic political consultant and former Villaraigosa staffer, said of a potential Harris run. Trujillo speculated that Harris’ current state was probably similar to Hillary Clinton’s hiking sojourns in the Chappaqua woods after losing to Donald Trump in 2016, or Al Gore growing a beard in the bruising aftermath of his 2000 defeat. “The first thing she’s probably thinking about is, ‘Well, can I run again for president in four years?’ Not, ‘Do I run for governor in two years?’” said one political operative who’s worked with Harris in the past. Harris maintains a home in Brentwood and previously served as California’s senator and attorney general. A successful run for governor in 2026 would almost certainly impede a grab for the presidency in 2028. (Though if history is any guide, an unsuccessful run for California governor does not definitively preclude a bid for the Oval Office: Two years after losing the White House to John F. Kennedy, Richard Nixon lost the 1962 contest for governor to Pat Brown . The Yorba Linda native became the nation’s 37th president in 1969.) As the chief executive of a state that doubles as the world’s fifth-largest economy, Harris would have more power to steer policy and make changes as a California governor than she did as vice president, where her job required deference to President Biden. But leading a state, even the nation’s most populous, could feel like small potatoes after being a heartbeat (and a few dozen electoral votes) from the presidency. The protracted slog to November 2026 would also be a stark contrast to her ill-fated 107-day sprint toward the White House, particularly for a candidate whose 2020 presidential primary campaign was dogged by allegations of infighting and mismanagement. “I don’t think Kamala Harris has a deep psychological need to be governor of California, or to be in elective office in order to feel like she can contribute to society,” said the operative who’s worked with Harris in the past. “I think some of these people do, but she’s somebody who has enough prominence that she could do a lot of big, wonderful things without having to worry about balancing California’s budget or negotiating with Assemblyman Jesse Gabriel,” the Encino Democrat who chairs the Assembly’s budget committee. Technically, Harris has until March 2026 to decide whether she enters a race. But political strategists who spoke to The Times theorized that she probably would make a move by late spring, if she chooses to do so. “People will be more annoyed if she drops in in June,” a Democratic strategist involved with one of the gubernatorial campaigns said. Sending a clear signal by February would be more “courteous,” the strategist continued, explaining that such a move would give candidates more time to potentially enter other races. Kounalakis is a longtime friend and ally of Harris’ , and the vice president also has long-term relationships with some of the other candidates and potential candidates. California has eight statewide elected offices and campaign finance laws allow candidates to fundraise interchangeably for them, meaning money already raised for a candidate’s gubernatorial campaign could easily be redirected should they decide to run for, say, lieutenant governor instead. There are already a number of candidates running for lieutenant governor, including former Stockton Mayor Michael Tubbs, former state Sen. Steven Bradford and former state Treasurer Fiona Ma. But that office probably would see even more interest should Harris enter the gubernatorial race. It’s a largely ceremonial position, but one that has served as a launching pad for the governorship. Still, even if Harris does enter the race, Republican political strategist Mike Murphy threw cold water on the idea that she would have an automatic glide path to the governor’s office. “It’s like Hollywood. Nobody knows anything. She’s famous enough to look credible in early polling. That’s all we know for sure,” Murphy said. “Does that predict the future? No. Are there a lot of downsides (to a potential Harris candidacy)? Totally, yes.” ©2024 Los Angeles Times. Visit latimes.com. Distributed by Tribune Content Agency, LLC.
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Rob Cross has apologised for the gesture he made during his loss to pal Scott Williams on Monday - as he hopes to avoid punishment from the Darts Regulation Authority. The 2018 world champion was dumped out of this year’s World Darts Championship in the second round as he became another big name to be eliminated early from the competition. Cross fell to a 3-1 loss to Williams, becoming the 14th seeded player to have already been knocked out, following the likes of Michael Smith, Dave Chisnall, James Wade, Gian van Even and Raymond van Barneveld. But Cross, 34, could be in hot water after appearing to imitate a sexual act during his defeat - a gesture caught live on camera during Sky Sports’ coverage. Cross has now broken his silence on both his defeat and that moment, taking to social media to declare: “Massively disappointed to lose out to my friend Scott Williams. Good luck to him for the rest of the tournament. “I made a gesture to my manager about how annoyed I was with my performance. If it offended anyone, I apologise. Merry Christmas .” Williams is now set to take on Germany's Ricardo Pietreczko in the third round and he is feeling confident about his chances. "It's so tough, because Rob is one of my closest friends," Williams admitted after beating Cross. "Neither of us were great tonight, but Rob missed doubles and gave me a chance, so when you get given opportunities, you've got to take it. I'm always confident, regardless of who I'm playing, but I'm just looking forward to having Christmas with the family now." Williams was a semi-finalist 12 months ago, before losing to eventual winner Luke Humphries. And certainly, he saves his best performances for the major events. He said pre-tournament: "People have joked, calling me the Michael Buble of darts because I only turn up in October, November and December! Over the last couple of years, that is about right. "I want to try and change that next year by getting into a couple more TV events, just to take my game to the next level. It's about finding consistency with my practice.”
In a desperate push for relevancy, has chosen Donald Trump as its Person of the Year for 2024. No, really Time? Tell me something I didn't know. Last month, more than chose Trump as their president, including me. For the past decade, he's made news either running for president or serving as president. Trump isn't just the Person of the Year. He's the man of the hour and the month. : We all just live in it, including Joe Biden, Kamala Harris and Time magazine. The magazine's lengthy profile of the once and future president recognizes that " ," and that he "beat not one but two Democratic opponents, swept all seven swing states, and became the ." But with cynicism and leftism on their side, the article's authors cast doubt on America's choice. Much of the profile questions Trump's tactics, staff and history. "Whether Trump can actually fix the root causes of Americans’ anger is another question. ... He will also see just how far the nation is willing to let him go," the article notes. "If he succeeds, he could reshape the country. Along the way, he that have seen America’s great experiment in democracy through 2 1⁄2 centuries." I'm also cynical about Trump, and I'm a Republican. But if I hear the phrase "constitutional norms" applied to Trump one more time without mentioning the many norms that Biden, Harris and the Democratic Party tore to shreds this year, I'm going to cast Time magazine into the abyss of irrelevance once and for all. Time is trying to capitalize on Trump just like he has used them to feel charismatic, powerful and good about himself. (He's my president-elect, sure, but he's still a glutton for showboating, y'all.) The relationship between the news media and Trump is a toxic circle of self-interests. Time's editors wax eloquently about why they chose Trump as their Person of the Year. In addition to the main profile, there's a , and another article each time the magazine has featured Trump on the cover. Time has put Trump on the cover 43 times. That's more than Bill Clinton (40 times) and Barack Obama (31 times). And Trump hasn't even started his second term. The latest cover portrays Trump as stoic and powerful. But the magazine also has often portrayed him negatively. He was shown, for example, as a man . In October 2016, the magazine portrayed Trump as a . That cover image was published only days before Americans elected Trump as their president the first time. (Talk about missing the real story.) Sign up for our newsletter on conservative values, family and religion from columnist Nicole Russell. . Time its obsession with Trump: "In the years that followed, we presented him as a frenetic Twitter user crumbling the Washington monument (March 20, 2017), a punching bag (Oct. 9, 2017), a graphic wrecking ball (Nov. 6, 2017), an angry character with his hair on fire (Jan. 22, 2018), a cross between himself and Vladimir Putin (July 30, 2018), a king looking into a mirror (June 18, 2018), a slingshot-holding fighter dueling with Nancy Pelosi (Jan. 21, 2019), a happy President whistling under an umbrella in the rain (April 8, 2019), and a man who has painted himself into a corner (Oct. 7, 2019)." Is everybody OK over there at Time? Someone should check on them. Even Time magazine must admit that Trump is once again at the center of the news universe. He's again on the cover of a once venerated but now largely irrelevant magazine. And Joe Biden and Kamala Harris are pouting in a corner at the White House. As William Makepeace Thackeray wrote, " ." .Marist Catholic finally gets its title with Class 4A state championship win over HenleyRepealing no-fault divorce has so far stalled across the US. Some worry that'll change
NASHVILLE, Tenn. — Married couples across the U.S. have had access to no-fault divorce for more than 50 years, an option many call crucial to supporting domestic abuse victims and key to preventing already crowded family courts from drowning in complicated divorce proceedings. But some advocates for women worried as old comments from now Vice President-elect JD Vance circulated during the presidential campaign opposing no-fault divorce. After President-elect Donald Trump and Vance won the election, warnings began popping up on social media urging women who might be considering divorce to "pull the trigger" while they still could. Some attorneys posted saying they saw a spike in calls from women seeking divorce consultations. Donald and Ivana Trump pose in May 1988 outside the Federal Courthouse in New York after she was sworn in as a United States citizen. Trump — who is twice-divorced — hasn't championed overhauling the country's divorce laws, but in 2021 Vance lamented that divorce is too easily accessible, as have conservative podcasters and others. "We've run this experiment in real time and what we have is a lot of very, very real family dysfunction that's making our kids unhappy," Vance said during a speech at a Christian high school in California, where he criticized people being able to "shift spouses like they change their underwear." Marriage rates held steady but divorce rates of women age 15 and older declined from 2012 to 2022, according to U.S. Census Bureau data released in October. Despite concerns, even those who want to make divorces harder to get say they don't expect big, swift changes. There is not a national coordinated effort underway. States determine their own divorce laws, so national leaders can't directly change policy. "Even in some of the so-called red states, it hasn't gotten anywhere," said Beverly Willett, co-chair of the Coalition for Divorce Reform, whose group unsuccessfully attempted to convince states to repeal their no-fault divorce laws. A couple exchanges wedding bands Oct. 11, 2018, at City Hall in Philadelphia. Mark A. Smith, a political science professor at the University of Washington, said while many Americans became accustomed to no-fault divorce being an option, Vance's previous comments on making it more difficult to separate from a spouse could help jump-start that effort. "Even though he's not directly proposing a policy, it's a topic that hasn't gotten a ton of discussion in the last 15 years," Smith said. "And so to have a national profile politician talk that way is noteworthy." Meanwhile, Republican Party platforms in Texas and Nebraska were amended in 2022 to call for the removal of no-fault divorce. Louisiana's Republican Party considered something similar this year but declined to do so. A handful of proposals were introduced in conservative-led statehouses over the years, but all immediately stalled after they were filed. In January, Oklahoma Republican Sen. Dusty Deevers introduced legislation that would have removed married couples from filing for divorce on the grounds of incompatibility. Deevers backed the bill after writing a piece declaring no-fault divorce was an "abolition of marital obligation." Sen. JD Vance smiles as his wife Usha Vance applauds Nov. 6 at an election-night watch party at the Palm Beach Convention Center in West Palm Beach, Fla. Similarly, in South Carolina, two Republican lawmakers in 2023 filed a bill that would have required both spouses to file for a no-fault divorce application rather than just one. In South Dakota, a Republican lawmaker attempted to remove irreconcilable difference as grounds for divorce since 2020. None of the sponsors of these bills responded to interview requests from The Associated Press. All are members of their state's conservative Freedom Caucus. Nevertheless, some Democratic lawmakers say they remain worried about the future of no-fault divorce. They point to the U.S. Supreme Court overturning the constitutional right to abortion in 2022 as an example of a long-accepted option that was revoked through a decades-long effort. "When you choose to be silent, you allow for this to creep in," said Democratic South Dakota Rep. Linda Duba. "These are the bills that gain a foothold because you choose to be silent." Before California became the first state to adopt a no-fault divorce option in 1969, married couples had to prove their spouse violated one of the approved "faults" outlined in their state's divorce law or risk a judge denying their divorce, said Joanna Grossman, a law professor at Southern Methodist University in Dallas. Qualified reasons varied from state to state, but largely included infidelity, incarceration or abandonment. Donald and Marla Trump wave to photographers Dec. 20, 1993, as they enter their wedding reception in New York's Plaza Hotel. The system was a particular burden on domestic violence victims, who are often women who could be stuck in dangerous marriages while they try to prove their partner's abuse in court through expensive and lengthy legal proceedings. "If there was any evidence that the couple both wanted to get divorced that was supposed to be denied because divorce was not something you got because you wanted it, it was something you got because you've been wronged in a way that the state thought was significant," Grossman said. To date, every state in the U.S. adopted a no-fault divorce option. However, 33 states still have a list of approved "faults" to file as grounds for divorce — ranging from adultery to felony conviction. In 17 states, married people only have the option of choosing no-fault divorce to end their marriages. Photo Credit: shisu_ka / Shutterstock Marriage—and divorce—in the U.S. today are starkly different than in earlier eras of the country’s history. A series of economic, legal, and social shifts reshaped marriage in the second half of the 20th century. More women began working outside of the home in the post-World War II era, which provided avenues to financial security and independence outside of marriage. Greater emphasis on postsecondary educational attainment and career development have led young people to wait longer to enter marriage. States began to adopt no-fault divorce laws throughout the 1960s and 1970s that made it easier to end a marriage. Meanwhile, changing social and cultural attitudes have made it more common for couples to cohabitate, combine finances, and raise children prior to getting married—or without getting married at all. These trends have contributed to a decline in the overall number of marriages and to delays in when people get married for the first time. In the U.S., there are currently only 6.5 marriages per 1,000 people each year , compared to 10.9 five decades ago. For those who do choose to get married, the age of first marriage is happening later. As late as the early 1970s, the median age for a first marriage in the U.S. was just 22. By 2018, that figure had increased to 28.8. These shifts have also affected how likely married couples are to stay together. As women entered the workforce in the mid-20th century and feminism and the sexual revolution took hold, rates of divorce rose quickly throughout the 1960s and 1970s. From 1960 to 1980, the divorce rate per 1,000 people in the U.S. more than doubled from 2.2 to 5.2. But the rate began to fall steadily after 1980, and as of 2018, the rate of divorce had dropped to 2.9 per 1,000 people. The link between rates of divorce and age at first marriage has been borne out over time, but it also explains geographic differences in rates of divorce. Today, most of the states with the lowest rates of divorce are also those with a higher median age for marriage. States like New Jersey, New York, California, and Massachusetts all stand out for having fewer than 10% of adults divorced and an age at first marriage above 30. One exception to this is Utah, which has the lowest overall median age for first marriage at 25.5 but also the third-lowest share of divorced adults at 9%, likely due in part to the state’s strong religious ties to the Church of Jesus Christ of Latter-day Saints . In contrast, Maine and Nevada lead all states in the share of the population currently divorced at 13.9% and 13.8%, respectively. And at the local level, many of the cities with the highest levels of divorce are found in Florida, Appalachia, and the Southwest. The data used in this analysis is from the U.S. Census Bureau’s 2020 American Community Survey . To determine the most divorced locations, researchers at ChamberOfCommerce.org calculated the percentage of adults currently divorced. In the event of a tie, the location with the higher percentage of adults currently separated was ranked higher. To improve relevance, only cities with at least 100,000 residents were included. Additionally, cities were grouped into cohorts based on population size: small (100,000–149,999), midsize (150,000–349,999), and large (350,000 or more). Here are the most divorced cities in the U.S. Photo Credit: Jacob Boomsma / Shutterstock Photo Credit: Sean Pavone / Shutterstock Photo Credit: Sean Pavone / Shutterstock Photo Credit: photo.ua / Shutterstock Photo Credit: Jonny Trego / Shutterstock Photo Credit: Tupungato / Shutterstock Photo Credit: Sean Pavone / Shutterstock Photo Credit: Kevin J King / Shutterstock Photo Credit: Sean Pavone / Shutterstock Photo Credit: Galina Savina / Shutterstock Photo Credit: f11photo / Shutterstock Photo Credit: CHARLES MORRA / Shutterstock Photo Credit: LHBLLC / Shutterstock Photo Credit: Valiik30 / Shutterstock Photo Credit: turtix / Shutterstock Stay up-to-date on the latest in local and national government and political topics with our newsletter.Facebook Twitter WhatsApp SMS Email Print Copy article link Save DALLAS — Delta and United became the most profitable U.S. airlines by targeting premium customers while also winning back a significant share of travelers on a tight budget. That is squeezing smaller low-fare carriers like Spirit Airlines , which recently filed for bankruptcy protection. Some travel-industry experts think Spirit’s troubles indicate that travelers on a budget will be left with fewer choices and higher prices. Other discount airlines are on much better financial footing than Spirit, but they too are lagging far behind the full-service airlines when it comes to recovering from the COVID-19 pandemic . Most industry experts think Frontier Airlines and other so-called ultra-low-cost carriers will fill the vacuum if Spirit shrinks , and that there is still plenty of competition to prevent prices from spiking. Hammonton police sergeant accused of failing drug test, stealing drugs from evidence room Atlantic City police say power restored after daylong outages Ocean City residents speak against Bible study on school time What does Spirit Airlines' bankruptcy mean for Atlantic City International Airport? Atlantic County Sheriff's Office warns of new scam 19 arrested following street operations in Atlantic City $680,000 Atlantic City charter bus purchase mostly covered by state, Small says Holy Spirit overcomes rain, mud, Atlantic City to win Thanksgiving rivalry, clinch WJFL division Chicken Bone Beach foundation to purchase Atlantic City's Dante Hall with NJEDA grant 'Doing the hard work' paying off in Atlantic City's Chelsea neighborhood Vineland gun store accused of selling AR-15 ammunition without asking for identification Sister Jean's Kitchen in Atlantic City to host its first Thanksgiving meal since 2018 3rd Ward meeting tonight on 'Icona in Wonderland' Ocean City hotel plan Even more weed businesses on the way to Atlantic City Mays Landing man busted for meth Spirit Airlines lost more than $2.2 billion since the start of 2020. Frontier has not reported a full-year profit since 2019, though that slump might end this year. Allegiant Air’s parent company is still profitable, but less so than before the pandemic. Those kind of numbers led United Airlines CEO Scott Kirby to declare recently that low-cost carriers were using “a fundamentally flawed business model” and customers hate flying on them. Kirby’s touchdown dance might turn out to be premature, but many analysts are wary about the near-term prospects for budget airlines, which charge cheaper fares but more fees than the big airlines. A traveler speaks with a Spirit Airlines agent May 24 at Hartsfield-Jackson Atlanta International Airport ahead of Memorial Day in Atlanta. Low-cost airlines grew in the last two decades by undercutting big carriers on ticket prices, thanks in large part to lower costs, including hiring younger workers who were paid less than their counterparts at Delta Air Lines, United and American Airlines . Wages soared across the industry in the past two years, however, narrowing that cost advantage. The big airlines rolled out and refined their no-frills, “basic economy” tickets to compete directly with Spirit, Frontier and other budget carriers for the most price-sensitive travelers. The budget airlines became less efficient at using planes and people. As their growth slowed, they wound up with more of both than they needed. In 2019, Spirit planes were in the air an average of 12.3 hours every day. By this summer, the planes spent an average of two more hours each day sitting on the ground, where they don't make money. Spirit's costs per mile jumped 32% between 2019 and 2023. Another issue is that airlines added too many flights. Budget airlines and Southwest Airlines were among the worst offenders, but full-service airlines piled on. To make up for a drop in business travel, the big carriers added more flights on domestic leisure routes. The result: Too many seats on flights into popular tourist destinations such as Florida and Las Vegas, which drove down prices, especially for economy-class tickets. Rows of seats are shown Sept. 26 on a retrofitted Southwest Airlines jet at Love Field in Dallas. Low-cost airlines are responding by following the old adage that if you can't beat them, join them. That means going premium, following the rapidly growing household wealth among upper-income people. The top one-fifth of U.S. households by income added $35 trillion in wealth since 2019 and holds nearly nine times the wealth of the middle fifth, according to the Federal Reserve . Frontier Airlines organized its fares into four bundles in May, with buyers of higher-priced tickets getting extras such as priority boarding, more legroom and checked bags. The airline dropped ticket-change or cancellation fees except for the cheapest bundle. Spirit followed in August with similar changes, blocking middle seats and charging passengers more for the comfort of aisle and window seats. Spirit Airlines CEO Ted Christie received a $3.8 million retention bonus a week before the Florida-based carrier filed for Chapter 11 bankruptcy. Christie will retain the bonus if he remains with the company for another year. The airline's stock has dropped over 90% this year. It has faced challenges including a blocked $3.8 billion merger with JetBlue and failed talks with Frontier. The pandemic disrupted Spirit's operations and travel patterns, reducing its daily aircraft utilization and increasing costs. Demand has shifted to full-service airlines as higher-income travelers vacation more, while inflation impacts lower-income consumers. JetBlue Airways , which began flying more than 20 years ago as a low-cost carrier but with amenities, is digging out from years of steady losses. Under new CEO Joanna Geraghty, the first woman to lead a major U.S. airline, JetBlue is cutting unprofitable routes, bolstering core markets that include the Northeast and Florida, and delaying deliveries of $3 billion worth of new planes. Starting next year, Southwest Airlines will toss out a half-century tradition of “open seating” — passengers picking their own seat after boarding the plane. Executives say extensive surveying showed 80% of customers preferred an assigned seat, and that's especially true with coveted business travelers. More crowded planes also might be pushing passengers to spend more to escape a middle seat in the back of the plane. A Frontier Airlines jet takes off July 5, 2022, from Denver International Airport in Denver. In other parts of the world, budget carriers are doing just fine. They bounced back from the pandemic just like their more highbrow competitors. Some industry experts say low-cost carriers in Asia and Europe have always attracted a more diverse mix of passengers, while in the U.S., affluent and middle-class travelers look down their noses at low-cost carriers. Jamie Baker, an analyst for JPMorgan, says he has many college friends who work in London and fly Irish airline Ryanair all the time, but he hardly knows anyone who has ever been on a Spirit or Frontier plane. A small plane tows a banner April 13, 2016, over Flint Bishop International Airport as part of ceremonies marking Allegiant Air joining the airport. Delta CEO Ed Bastian is less dismissive of the “lower-end carriers” in the U.S. than United's Kirby. "I don’t see that segment ever disappearing,” Bastian said after Spirit’s bankruptcy filing. “I think there’s a market for it.” At the same time, he said the upscale moves by ultra-low-cost carriers are having no effect on his airline. Delta targets upscale travelers but also introduced basic-economy fares a decade ago, when discounters emerged as a growing threat to poach some of Delta's customers. “Just calling yourself a premium carrier and actually being a premium carrier are two totally different things,” Bastian said “It's not the size of the seat or how much room you have; it's the overall experience.” As frequent flyers know, air travel isn't cheap. With the summer months in full swing, demand for air travel is expected to reach record numbers in 2024 as airlines continue to recover after the COVID-19 pandemic. Luckily for those who are looking for ways to save on travel , one way to cut costs on your next vacation may be in finding the right places to fly in and out of. FinanceBuzz looked at average domestic airfares from the 45 busiest airports in the U.S. to learn which airports are best for travelers on a budget, as well as which ones to avoid if you are trying to travel affordably. Overall, the national average airfare cost decreased by 3.1% from 2022 to 2023 when adjusted for inflation (which translates to a 0.9% increase in non-adjusted dollars). The last time inflation-adjusted airfare costs dropped year-over-year was during the start of the COVID-19 pandemic, when it fell 18% between 2019 and 2020. Largely, this is good news for consumers who can spend less on airfare and have more room in their budget for hotels , restaurants, and other travel fees. In addition to earning rewards on airfare, most travel credit cards offer rewards for spending in these areas, which can offset overall vacation costs. Based on Bureau of Transportation Statistics, the above chart shows inflation-adjusted average airline fares over the past 25 years. For this report, we compared domestic airfares from the 45 busiest airports in the U.S. using data published by the U.S. Department of Transportation . Orlando International Airport (MCO) had the lowest airfare cost in the country at $265.58 on average. Home to iconic theme parks like Universal Studios, Sea World, and most notably, Walt Disney World, Orlando is one of America's top tourist destinations. This is welcome news for those bracing for expensive park tickets and food prices at the House of Mouse. Beyond saving with a Disney credit card on park-related purchases, visitors can also maximize savings by using a credit card like the Chase Sapphire Reserve which offers an annual travel credit, or even using a 0% APR credit card if you don't want to pay for your entire vacation at once. Another Florida-based airport, Fort Lauderdale-Hollywood International Airport (FLL), has the second-lowest average airfare cost in the country — tickets here are only about $5 more expensive than Orlando's. Just a few dollars behind FLL is Las Vegas's Harry Reid International (LAS), where fares cost $272.15 on average. LAS is also the last airport on our list where average airfare costs are less than $300. Oakland International Airport (OAK) has the fourth-lowest average airfare costs in the country at $303.79. And the fifth-least expensive airport, Chicago Midway International (MDW), comes in at $308.27. For the third year in a row, Dulles International Airport (IAD) and San Francisco International Airport (SFO) have the two highest average fares in the country. Flights from Dulles cost $488.40 on average in 2023, while flights from San Francisco cost $444.59. Some silver lining for travelers who need to travel through Dulles: IAD is home to some of the best airport lounges in the country, including the recently-opened Capital One Lounge, available to Capital One Venture X or Venture Rewards credit card holders. With free food, drinks, and recharging stations, lounges can be one easy way to offset otherwise-expensive airport costs. Salt Lake City International Airport (SLC) has the third-highest average airfare in the country, with an average cost of $438.34. Last on our top-five list of the most expensive airports are Charlotte Douglas International Airport (CLT) and Detroit Metro Airport (DTW). Average airfare from Charlotte cost $436.80 last year, while flights from Detroit had an average price tag of $427.05. Seattle-Tacoma International Airport (SEA) was the biggest affordability winner over the last year, dropping prices by more than $18 on average. SEA jumped from 36th most-affordable place last year to 28th place this year — an increase of eight spots. Raleigh-Durham International Airport (RDU) and Portland International Airport (PDX) experienced similar jumps, rising by seven spots each. RDU went from 24th place in 2022 to 17th in 2023, while PDX went from 42nd to 35th. Two different airports fell by eight spots in our affordability rankings, tied for the biggest drop of the year. The average fare at Sacramento International Airport (SMF) rose by $18.66 year-over-year, which led SMF to go from 18th in last year's affordability rankings to 26th this year. Prices rose even more at St. Louis Lambert International Airport (STL), going up by $19.64 on average from one year to the next. Consequently, STL fell from 21st to 29th place in terms of affordability. As you plan your travel, you'll find costs can vary widely at a single airport. With a little research and smart planning, you can find a deal at any airport. Here are a few tips to save on airfare: One way to save on airfare is to use airline credit card points , or travel cards, to book your travel. For newer travelers, some welcome bonuses on beginner travel credit cards can be enough to earn you a free flight (or two). As we all know, flights aren't the only expensive part of traveling. Save money on baggage fees by understanding your airlines and prepping for the hidden costs of air travel. We looked at 2023 airfare data released by the U.S. Department of Transportation in May 2024 to compare domestic airfares by origin city. This report calculated average fares based on domestic itinerary fares. "Itinerary fares" consist of round-trip fares, unless only a one-way ticket was purchased. In that case, the one-way fare was used. Fares are based on total ticket value, including the price charged by the airline plus any additional taxes and fees levied at the time of purchase. Fares include only the price paid at booking and do not include fees for optional services like baggage fees. Averages also do not include frequent-flyer or "zero fares" or a few abnormally high reported fares. This stor y was produced by FinanceBuzz and reviewed and distributed by Stacker Media. Stay up-to-date on what's happening Receive the latest in local entertainment news in your inbox weekly!
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