5 hidden travel costs that make vacation more expensive (and expert tips to avoid them)
And if it seems like it's even more pricey to travel this year than ever before, you're not imagining it. Average travel costs are 1% higher than they were this time in 2024, according to NerdWallet's Travel Price Index, which combines data from individual travel categories tracked by the Bureau of Labor Statistics' (BLS) Consumer Price Index, such as airfares, lodging, meals and rental cars. The silver lining for travelers is that the 1% increase in travel prices is lower than broader inflation rates. While airfare and rental car prices are down, the cost of hotel rooms is slightly up.
No matter how carefully you budget for a trip, hidden fees and surprise costs are bound to pop up. It became so problematic that Joe Biden's administration called on government agencies and companies to be more upfront about total costs and not tack on 'junk fees' at checkout. In December 2024, the Federal Trade Commission announced a final Junk Fees Rule to ban bait-and-switch pricing and other tactics used to hide total prices and bury junk fees in the live-event ticketing and short-term lodging industries.
While murky costs are problematic across all industries, they come up a lot when you're traveling with resort fees driving up your hotel bill and rental car companies hitting you with extra fees when you drop off your car.
Here are five hidden costs that are common when you travel, according to experts, plus tips on how to dodge them.
Many people don't realize that depending on the airline, the cost of checking a bag can vary depending on when you decide to pay, explains Katy Nastro, travel expert with Going.com, formerly Scott's Cheap Flights.
Take Jetblue, for example. When booking a Blue fare online (regular economy), you can pay $30 for the first bag and $50 for the second, Nastro explains. 'Once you check-in or arrive at the airport, the price increases by $5 and $10, respectively,' she says. 'Not exorbitant, but annoying enough.' Jetblue calls it 'non peak' and 'peak' pricing.
When it comes to low-cost carriers like Spirit and Frontier, though, the time you choose to pay for a checked bag really matters, Nastro explains.
For example, on Spirit, you could pay $26 for a checked bag during booking; $36 during online check in; $50 at the airport; and $65 at the gate!
How to Avoid The Cost: If you need to check a bag, minimize costs and pay upon booking, Nastro says.
Another option is a gamble: Try bringing it through security (be sure its size fits through the security scanner), and volunteer to check at the gate once asked, Nastro says.
'Many flights these days are asking for volunteers to check their bags before boarding due to lack of overhead bin space,' she says. 'The odds are your gate agent will call for volunteers, which means you get to check your bag for the best price - for free.'
Resort fees are mandatory fees that are often not included in a room rate, explains Nate Hake, the founder and Editor in Chief at Travel Lemming, an online travel guide. They're supposedly meant to cover the cost of access to resort facilities like pools, gyms, and other amenities, and you've got to pay these fees even if you don't plan on going for a swim or never step foot on the treadmill.
'The fees are often not well disclosed during booking, but "mandatory" regardless of whether or not you use the services,' he says. 'I once paid a $35 per night resort fee in Las Vegas, which was nearly half the cost of the room itself.'
How to Avoid the Cost: Here's an instance where reading the fine print will help you budget better. 'You can also just Google the name of the hotel plus 'resort fee' and that will usually let you know what to expect,' Hake says.
You can also sign up for resort loyalty programs, which will sometimes extend perks like free early check-in and parking.
Hake also points out if a hotel is charging exorbitant resort fees, they'll probably try to nickel and dime you in other ways. (Think: A bottle of water from the mini fridge, expensive parking and the like).
When you swipe your credit card outside of your home country, you're subject to a foreign transaction fee, says Sky Ariella, a senior writer for Travel Lemming and a full-time traveler. The transaction fees are usually in the neighborhood of 1 to 3 percent of the amount you're charging. For example: If you were to spend $1,000 on your credit card, you'd be hit with $10 to $30 in foreign transaction fees depending on your credit card company's fees.
How to Avoid the Cost: At the very least, check with your credit card company before you travel to understand their foreign transaction fees. Better yet, Ariella suggests, look into a travel credit card that doesn't charge foreign transaction fees. These no-transaction fee credit cards often have annual fees, so you'll need to determine whether the benefits will outweigh the costs.
Traveling internationally? Also watch out for the extra ATM fees, specifically the Dynamic Currency Conversion (or DCC for short) fees, cautions Hake. These fees are charged by ATMs and credit card terminals for the supposed "convenience" of paying in your home currency, Hake points out. Combined with the foreign transaction fee, these charges can amount to 3 percent of the amount you're withdrawing (or even more).
You may also come across a DCC fee option when you're using a credit or debit card to pay at a restaurant.
How to Avoid the Cost: This is a pretty easy fee to avoid! Always select "decline conversion" at the ATM, Hake says.
When you rent a car, you've got a few options for filling up the gas tank.
The first, most economic option is you'll fill the tank on your own so that the fuel gauge is at the same level it was at when you drove it off the lot.
The second option most rental car companies offer is a 'pre-paid fuel' fee that requires you to pay for a full tank of gas upfront. In turn, the rental car company will fill up the tank when you drop the car off and you don't have to worry about making a gas station stop as you're headed to the airport. Most times this is advertised as being comparable to local gas prices, however it's not necessarily a good deal because you're unlikely to roll into the rental car return area with the gas tank on 'E' and companies won't offer a refund if they only need to fill up, say, half the tank.
The third option, and by far the most expensive one, is if you don't fill up the tank before you return the car and you don't pre-purchase the fuel. Rental car companies, in this instance, will charge you a hefty premium to fill up the tank. Unfortunately, the rate isn't usually something they'll share on their websites because it can vary by region and fluctuate with gas prices. However, you can get an estimate at the counter. A personal anecdote that I was able to find by going through receipts: I returned a rental car in Sept. 2022 to a major agency in Michigan and was charged $10.02 per gallon. (It was an erroneous charge and I was able to get it reversed by providing a receipt showing I had filled up the tank at a gas station within a mile of the rental car return lot).
How to Avoid the Cost: The best option is to fill up your tank on your own. Research which gas stations are close to the rental car return spot and make sure their pumps are open when you go to drop off your car. (I.e. you don't want to be driving around at 4 a.m. looking for an open gas station before an early-morning flight).

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Atlantic
3 days ago
- Atlantic
Decent Airplane Wi-Fi Will Forever Be Just a Year Away
'Wi-Fi is available on this flight,' the flight attendant announced on a recent trip I took from New York City to St. Louis. She recited her routine by rote, and Wi-Fi is among the details that now need to be conveyed, along with explaining how to use a seatbelt and enjoining passengers not to smoke e-cigarettes on board. But when the time came to use the Wi-Fi, the service didn't work. Eventually, enough people noticed this that the crew 'rebooted' it, after which it still didn't work. A new announcement acknowledged that Wi-Fi was, in fact, not available on this flight (and offered an apology). This was the can't even access the portal kind of failure, but I've frequently encountered others, including can log in but not connect and so slow as to be worse than nothing. And then, at other times, the internet works great—as reliably as it does in an office building. For two decades now, in-flight Wi-Fi has occupied this limbo between miracle and catastrophe. Way back in 2008, on Conan O'Brien's late-night show, Louis C.K. told the story of a man who was complaining about the in-flight Wi-Fi not working mere moments after learning of its existence. 'Everything is amazing right now and nobody's happy,' the comedian joked. The bit was never quite right—nobody was happy because services such as in-flight Wi-Fi were not yet amazing, actually. A chasm separated the service's promise and its reality. Today, 17 years later, I sense that same distance when I try to go online in the air. The matter feels more urgent now that more airlines, including JetBlue, Delta, and soon American and United, are offering free, purportedly better in-flight Wi-Fi (mainly to loyalty members so far). Air travel is neither a haven for offline delight nor a reliable place to carry out normal online life. Either option would be welcome, because each would be definitive. Instead, one is left to wonder if the hours about to be spent in flight can be filled with scrolling, shopping, Slacking, and tapping at Google Docs—or not. I set out to learn why. Is the issue technological? Are the airlines promising more service than they can deliver? Most of all, I wanted to know if this situation will ever be fixed, making airplane Wi-Fi feel as brisk and reliable as it does elsewhere. The answer, it turns out, is familiar: soon, any day now, probably next year. Because it's the thing they use most often and turn on directly, people use Wi-Fi as a nickname for internet access in general. ('The Wi-Fi is down,' your spouse or child might say.) But the Wi-Fi part of airplane Wi-Fi—the access points in the plane that appear as Delta Wi-Fi or whatever on your computer or smartphone—is almost never part of the problem. Instead, the problem is the pipe to which the Wi-Fi connects—the in-flight equivalent of the cable or fiber that delivers internet service to your house. An airplane flies in the air, and there are two ways to get the internet to connect to such a place: from above or below. At first, the only option was down. If you're old enough to remember the September 11 attacks, you might also recall the Airfone service on some airlines—a phone handset stuffed into the seatback. These phones used air-to-ground communication, meaning that the signal was sent from the plane to a relay on the ground. Airfone (and its competitors) were expensive, didn't work well, and few people used them. But that technology would be repurposed for early in-flight internet, offered via providers such as Gogo Inflight. Jack Mandala, the CEO of Seamless Air Alliance, a standards organization for in-flight connectivity, told me that air-to-ground works like your cellphone—the bottom of the plane needs a view (metaphorically speaking) of base stations from the air. That's why, for a time, you could use in-flight internet only over 10,000 feet. It's also why the service is unreliable. Just like your cellphone might hit a dead spot, so can your airplane. Air-to-ground bandwidth was limited, meaning that the service would get worse as more people on a plane used it. And finally, air-to-ground service operates extremely slowly when it sends data down to the ground—this is why sending an email attachment or texting an image from a plane can take an eternity, before possibly failing completely. Going up instead of down mostly solved these issues. Around the time of Louis C.K.'s Conan bit, airlines began offering internet service to planes via satellite communication. The improved speed and reliability allowed JetBlue to provide the industry's first free in-flight internet to commercial passengers, in 2013. According to Mandala, satellite services are easier to scale as more planes adopt them and more passengers use them. Satellite also has the benefit of being usable over water, in bad weather, and on the ground. The problem is that having viable technology is different from rolling it out seamlessly everywhere. Doing so requires investing in the equipment and service, and that requires time and money. In 2019, Delta, for instance, made a commitment to roll out free Wi-Fi across its entire fleet. Joseph Eddy, the airline's director of cabin and in-flight entertainment and connectivity, told me that Delta's effort is still ongoing. Unlike hotels or convention centers, Eddy reminded me, aircraft are highly regulated. Each type of aircraft needs to be configured differently, and a big airline such as Delta—or American, which told me it will also soon have 1,500 aircraft of its own with Wi-Fi service—requires some planning. 'We need to make software upgrades. We need to make sure we have all the satellite coverage that we need to ensure that we have enough capacity and the experience is as good as possible,' Heather Garboden, American Airlines' chief customer officer, told me. But, hold up: American is the carrier I fly most these days, and I keep finding myself unable to use the internet. Garboden confirmed that American is still transitioning its regional jets to satellite service—many are still using air-to-ground. And that's exactly the kind of plane I was on from New York. Delta's Eddy told me that its regional jets and some short-haul planes, including the Boeing 717, are also still operating on air-to-ground service. In both cases, the airlines made a deliberate choice to invest first in the routes and planes that carry the most passengers—big, mainline jets. That means that if you're flying on a long flight across or between continents, or on an airline with fewer types of planes, such as JetBlue or Southwest, you might have a better shot at reliable internet. And if you're on a small or regional jet, chances are greater that the Wi-Fi won't work, or won't work well. Eddy told me that Bombardier CRJ regional jets have proved more troubling to certify for the satellite antennas that sit on top of the fuselage, because of the aircraft's rear-mounted engines. 'You can't allow any form of debris to fly off the antenna at all,' he said. If you board a plane and Wi-Fi isn't available on the ground, that's a sign that your aircraft is still using air-to-ground service. Good luck. * * * Beyond the technology itself, the expectation of always being connected is also driving flier perceptions of in-flight internet performance. Fliers are only now starting to take in-flight internet access as a given, rather than viewing it as a surcharged luxury. Eddy thinks the tide started to turn during COVID. Even though people weren't flying as much, everyone became more familiar with digital tools—Zoom, but also Slack, Teams, Google Docs—that might once have been lesser known. When travel resumed, those expectations made in-flight Wi-Fi 'significantly more important,' Eddy said. American Airlines' Garboden added that a younger, always-online generation is buying tickets now—26 percent of the airline's customers are Gen Z and younger, she told me. For both airlines, the evolution of in-flight entertainment has reinforced the need for internet service. American delivers its movies and shows directly to its passengers' devices; once those people are already staring at their phones, habit makes them expect to be able to switch to email or a social-media app. But Delta, which offers seatback screens on most of its planes, believes that having a television in front of you also now implies the need for internet. 'If you look at the younger generations, they're at home watching Netflix and they're playing on their phone. They're doing both almost constantly,' Eddy said, adding that 20 percent of Delta's Wi-Fi customers use more than one device at a time. Competition and passenger expectations may be the key to making in-flight internet work for good. After 9/11, the domestic airline industry devolved into pure carriage, stripping away all comforts in the name of safety—and profit. That appears to be changing. Nomadix, the company that invented the enter-your-name-and-room-number hotel internet service more than 25 years ago, told me that the quality of Wi-Fi is one of the top three factors in customer satisfaction at every hotel property. That's because hotels are in the hospitality business, and catering to customer comfort (not to mention facilitating work for business travelers) is core to their success. Airlines haven't been as concerned with making flyers content in the cabin, but both Delta and American admitted that in-flight internet service is transitioning from an amenity into part of the hard product. 'You would expect that your seat is there, right? Wi-Fi has become that for us,' Eddy said. Almost overnight, he told me, Wi-Fi went from having no impact on people choosing Delta to being 'more important than flight times and airports.' For now, consistency is the missing ingredient. This is what Louis C.K. failed to grasp: The issue has never been the flying public's unwillingness to marvel at the miracles of human invention, but rather, the fact that carriers appear to make promises and then fail to deliver on them. Now that customer expectations, technological feasibility, and airline investments all align, it should just be a matter of time before the air is as well connected as the ground. But how much time? Delta initially promised 'fast, free Wi-Fi' across its global fleet by the end of 2024, but now the airline thinks reaching that milestone will take until the first half of 2026. Garboden said American is on track for early 2026. United also plans to offer free satellite Wi-Fi across its entire fleet, but offered no projected date for full rollout. Like cabin safety or timely arrival, until every passenger on every flight feels confident that the internet will take off along with their bodies and their luggage, the service doesn't really exist, because it can't be relied upon. Internet in the air is both a concrete advancement that's mature and widespread, and a conceptual one frequently deferred into the future. That future may come, and perhaps even soon. Or it might not. Just like the Wi-Fi on your next flight.

Travel Weekly
4 days ago
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JetBlue expands Fort Lauderdale operations as it refocuses on core markets
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Miami Herald
5 days ago
- Miami Herald
JetBlue is adding new flights in Fort Lauderdale. See destinations and details
About a month after pulling the plug on its last remaining flights from Miami International Airport, JetBlue Airways is ramping up business in Broward. The airline plans to add service this year between Fort Lauderdale-Hollywood International Airport and four new cities: Norfolk, Virginia, Tampa, Atlanta and Austin. The Long Island City-based carrier will also increase frequency between FLL and Las Vegas, Los Angeles, Phoenix and Raleigh-Durham. And the airline will make its premium Mint service more available on flights from Fort Lauderdale, the company announced Wednesday. Seats on all flights can be booked now. They start taking off as early as Oct. 26. The changes indicate that South Florida remains a lucrative market. They come after JetBlue resumed service in July between FLL and Philadelphia and Guayaquil, Ecuador. The airline said all the additions are in response to customer demand. But in June, the airline said it would stop flying from Miami International Airport starting Sept. 3. 'Fort Lauderdale has long been a key market for JetBlue, and we're excited to keep growing with the region,' Dave Jehn, vice president of network planning and airline partnerships, said in a statement. The moves also show a one-time low-cost carrier departing from that identity, looking to compete with the larger airlines that depend on business travelers. That's a growing trend across the airline industry. Broward-based Spirit Airlines this month introduced extra leg room and took out the middle row in several rows on many of its flights. It also renamed its cabins in June. MORE: Heading to Key West but don't want to drive? Spirit starting FLL flights JetBlue will offer its premium Mint service on the new flights between FLL and Las Vegas, Los Angeles and Phoenix. By this year's winter, every JetBlue flight between FLL and those three cities will offer Mint, with lie-flat seating, improved dining and personalized service. 'Mint is a reimagined premium experience that offers a different level of comfort, privacy and hospitality,' Jehn said. The new flights are a boost for FLL. In 2024, JetBlue accounted for 6.4 million passengers at the airport, second only to Spirit and about 19% of all travelers there. Through the end of June, 2025, JetBlue has had 3.2 million passengers at FLL, an 8.2% decline from last year, but still in second place. The airline is counting that more flights will increase those numbers. This summer, JetBlue i has an average of 72 daily departures to 31 destinations non-stop. In December, that will rise to 95 daily departures to 37 cities. New flights from FLL ▪ Norfolk, Virginia New service; starts Dec. 4, 2025; 5 flight per week ▪ Tampa New service; starts Dec 4, 2025; 1 daily flight ▪ Atlanta Return of service; starts Dec. 4, 2025, 1 daily flight ▪ Austin Return of service; starts Nov. 20, 2025; 2 daily flights ▪ Las Vegas Adding 1 daily flight to existing service; bringing total to 3 daily flights; starts Oct. 26, 2025 ▪ Los Angeles Adding 1 daily fight to existing service; bringing total to 6 daily flights; starts Nov. 21, 2025 ▪ Phoenix Adding 1 daily flight to existing service; bringing total to 2 daily flights; starts Oct. 26, 2025, winter seasonal ▪ Raleigh-Durham Adding 1 daily flight to existing service; bringing total to 2 daily flights; starts Oct. 26, 2025 ▪ Richmond, Virginia Adding 1 daily flight to existing service; bringing total to 2 daily flights; starts Oct. 26, 2025