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November 15

History of skiplagging

Airline booking ploys describes the odd practice of airlines making it cheaper to buy a ticket from A to C with a stopover at B, than to buy a ticket from A to B. If the passenger just doesn't get back on the plane or the connecting flight from B to C, he saves money and the airline gets angry and wants to punish him. The article does not explain why prices are set that way. or what harm there is to the airline, if the skip lagger doesn't leave checked luggage on the plane. I'm pretty sure they never incur many delays waiting for him to reboard. Family emergencies, business crises, getting lost in an airport, or medical issues might cause an innocent passenger not to rebound. I can't find evidence of such a pricing or punishment practice in, say Greyhound buses or Amtrak trains.

The CAB apparently regulated US airline prices before 1978. Did they price multipart trips this way under regulation? Did they or airlines seek to punish passengers before 1978 who did not complete a multistage trip? Is the word "skiplag" of long standing in this usage, or just a pun from "skip a leg" of a trip? I got no help with Google book search or asking LLMs Edison (talk) 19:33, 15 November 2024 (UTC)[reply]

Why does skiplagging exist? Assume you are an airline. You have a flight from A to C with a layover in B. You have no problem selling tickets from A to B, so you can charge a premium for those. However, you have trouble selling from A to C (or even B to C). There is enough to keep the flight going, but not enough to keep a good profit going. So, you discount A to C to get more people to take that flight. You might even add an extra flight from A to B at an even higher premium. As this continues, there will be a point at which the A to C is discounted to a price less than A to B.

Did this happen before deregulation? Most likely not because the government set routes and prices. They would set the route from A to B. They would set the route from A to C which may be direct and not allow a layover in B. They would set the price. They don't care about profit or popularity. They just regulate. Keep in mind that a hidden agenda of airline regulation was to keep trains and busses a viable alternative for transportation. So, they don't want planes to be cheap or routes sensible.

Now, you have A to C (with a B layover) cheaper at your airline than A to B. So, Joe the Skiplagger buys a ticket for A to C and back. He hops off at B and doesn't get back on the flight. Then, on the return flight, he tries to get back on at B even though he wasn't on the plane from C to B. What could possibly be a problem?

His luggage will go to C, not B. He will complain that his luggage is lost. It will be lost. Nobody will pick it up at C. Now, you, as the airline, have to hunt down his bags and get them to him.
FAA reporting will be wrong. You, as the airline, must report exactly who is in each seat. If you report incorrectly, you can be fined. Add up all the fines for every skiplagger. Do you want to take on that cost?
You want to turn a profit. You know that if you sell 100 tickets, only about 80 people will show up for the flight. So, you sell 120 tickets and you have people on standby to keep the plane full. On the return flight from C to B, Joe the Skiplagger didn't show up. You put someone in his seat. Then, at B, Joe shows up and tries to board. There is no seat. He has a tantrum. Social media trends that your airline refuses to seat paying customers. No point in trying to explain it because everyone knows that skiplagging isn't a problem and airlines should be happy to have as many skiplaggers as possible. Perhaps it was a bad idea to start your airline.
Back to the return flight. Joe the Skiplagger has to check in to be able to get on at B. The flight has to keep calling him at C. Joe? Where are you Joe? Your seat is here Joe? We're going to give it away if you don't show up Joe. The plane sits and waits. Joe never shows up because he is in B, not C. Finally, the gate people let someone take his seat. That means that have to "uncheck" Joe and check in another passenger. Everyone has to wait for that passenger to get on the plane, hunt for a place to put baggage, and find a seat when the plane should be pulling away from the gate. And, just because it is your airline, you get the fine from the airport for spending too many minutes at the gate. Why did you get into the airline business in the first place?
What if Joe bought a ticket for A to B instead of A to C and didn't skiplag? You'd know that the seat from B to C was empty. You could sell it. But, what is more important? Should Joe save %10 by skiplagging or should you be able to sell a $100 seat?
This list is not complete. I am only covering the main points that you need to know so you realize you don't want to run an airline.

If you look at it from the skiplagger's point of view, they are not doing anything illegal and it is the airline's fault for making the process available. If you look at it from the airline's point of view, they are losing money, increasing hassle, and dealing with FAA regulations. 68.187.174.155 (talk) 20:03, 15 November 2024 (UTC)[reply]

Lots of mention of the FAA here. Is this purely an American problem? HiLo48 (talk) 23:13, 15 November 2024 (UTC)[reply]

Probably mostly a US thing. You need a widely used hub and spokes system for this to become common. Hidden-city ticketing mentions New Zealand for COVID-19 restrictions shenanigans and British Rail. 85.76.117.61 (talk) 15:30, 16 November 2024 (UTC)[reply]

Further to this, in relation to ticketing on National Rail (the British railway system): it is permissible to do this (i.e. skiplagging) with "walk-up" (non-Advance) tickets, but it is explicitly prohibited if using an Advance ticket. Attempting to do this with an Advance ticket makes the passenger liable to a penalty fare or, potentially, prosecution. Advance tickets are quota-controlled and are issued for a specific service, and usually have a specific seat allocated (although some train operating companies do not offer reservable seating), whereas "walk-up" tickets such as Off-Peak Returns and Anytime Day Returns can be used on any service, sometimes subject to time restrictions. Anomalies in the fare system such that an A–C via B ticket is cheaper than A–B are not particularly common, but there are a few. Hassocks5489 (Floreat Hova!) 12:25, 18 November 2024 (UTC)[reply]

And its even possible to claim delay repay on this (compensation when passengers arrive to their destination at least 30 mins late, or 15 for specific operators). The relevant operator will ask whether you hold multiple tickets to make a claim. Additionally, its possible to claim compensation even outside the operators' control, unlike EU261. Using Trainline and possible ScotRail will give you the option of using split tickets, as well as Trainsplit.

And you didn't point out that if you have a ticket from A-B and B-C, it has to stop at station B for it to be valid. JuniperChill (talk) 19:12, 18 November 2024 (UTC)[reply]

That's true, with the slightly obscure exception that if one of the tickets held is a season ticket between A and B (or B and C), the A–C train doesn't have to stop at B as long as at least one train operated by that train operating company does stop at B. (I think that's right!) Hassocks5489 (Floreat Hova!) 22:03, 18 November 2024 (UTC)[reply]

Looking at NRCOT section 14, (specifically 14.3) it does seem like that's one exception I didn't know about. JuniperChill (talk) 00:34, 19 November 2024 (UTC)[reply]

It doesn't seem like the airline loses anything if you assume the alternatives are 1) "passenger pays for flight A->B->C and flies A->B->C" or 2) "passenger pays for flight A->B->C and flies A->B". Then the price is fixed and the destination is negotiable. But that isn't how passengers work: they need to get to a particular place, and they want to pay the least possible fare. So the passenger wants to choose between 2) "passenger pays less for flight A->B->C and flies A->B" or 3) "passenger pays more for flight A->B and flies A->B". The passenger would like to pay the lower fare, but the airline would like to collect the higher fare. The airline wants the passenger to choose between 3) "passenger pays more for flight A->B and flies A->B" and 4) "passenger doesn't fly", because they believe that sufficient passengers on this route will pay the higher price if their alternative is to stay home. So the cost to the airline of skiplagging is that they lose the ability to collect the higher fare. It's then a form of price discrimination, which generally requires some mechanism to segment consumers by ability to pay rather than by the cost of providing the goods or services. --Amble (talk) 21:37, 18 November 2024 (UTC)[reply]