The Bahamas - Air transport, registered carrier departures worldwide

The value for Air transport, registered carrier departures worldwide in The Bahamas was 31,285 as of 2020. As the graph below shows, over the past 45 years this indicator reached a maximum value of 54,000 in 2018 and a minimum value of 8,200 in 1981.

Definition: Registered carrier departures worldwide are domestic takeoffs and takeoffs abroad of air carriers registered in the country.

Source: International Civil Aviation Organization, Civil Aviation Statistics of the World and ICAO staff estimates.

See also:

Year Value
1975 15,900
1976 16,000
1977 16,500
1978 17,200
1979 29,900
1980 32,000
1981 8,200
1982 9,200
1983 9,100
1984 8,400
1985 18,100
1986 18,000
1987 18,300
1988 19,500
1989 20,200
1990 18,900
1991 18,900
1992 16,700
1993 17,700
1994 17,700
1995 19,300
1996 20,100
1997 9,100
1998 9,300
1999 31,100
2000 31,416
2001 29,395
2002 26,493
2003 24,455
2004 29,817
2005 33,211
2006 33,723
2007 34,402
2008 33,433
2009 30,267
2010 26,395
2011 28,393
2012 30,640
2013 34,188
2014 53,366
2015 48,535
2016 49,095
2017 48,017
2018 54,000
2019 47,733
2020 31,285

Development Relevance: Transport infrastructure - highways, railways, ports and waterways, and airports and air traffic control systems - and the services that flow from it are crucial to the activities of households, producers, and governments. Because performance indicators vary widely by transport mode and focus (whether physical infrastructure or the services flowing from that infrastructure), highly specialized and carefully specified indicators are required to measure a country's transport infrastructure. The air transport industry a vital engine of global socio-economic growth. It is of vital importance for economic development, creating direct and indirect employment, supporting tourism and local businesses, and stimulating foreign investment and international trade. Economic growth, technological change, market liberalization, the growth of low cost carriers, airport congestion, oil prices and other trends affect commercial aviation throughout the world.

Limitations and Exceptions: Countries submit air transport data to Civil Aviation Organization (ICAO) on the basis of standard instructions and definitions issued by ICAO. In many cases, however, the data include estimates by ICAO for nonreporting carriers. Where possible, these estimates are based on previous submissions supplemented by information published by the air carriers, such as flight schedules. The data cover the air traffic carried on scheduled services, but changes in air transport regulations in Europe have made it more difficult to classify traffic as scheduled or nonscheduled. Thus recent increases shown for some European countries may be due to changes in the classification of air traffic rather than actual growth. In the case of multinational air carriers owned by partner States, traffic within each partner State is shown separately as domestic and all other traffic as international. "Foreign" cabotage traffic (i.e. traffic carried between city-pairs in a State other than the one where the reporting carrier has its principal place of business) is shown as international traffic. A technical stop does not result in any flight stage being classified differently than would have been the case had the technical stop not been made. For countries with few air carriers or only one, the addition or discontinuation of a home-based air carrier may cause significant changes in air traffic. Data for transport sectors are not always internationally comparable. Unlike for demographic statistics, national income accounts, and international trade data, the collection of infrastructure data has not been "internationalized."

Statistical Concept and Methodology: The air transport data represent the total (international and domestic) scheduled traffic carried by the air carriers registered in a country. For statistical uses, departures are equal to the number of landings made or flight stages flown. A flight stage is the operation of an aircraft from take-off to its next landing. A flight stage is classified as either international or domestic. International flight stage is one or both terminals in the territory of a State, other than the State in which the air carrier has its principal place of business. Domestic flight stage is not classifiable as international. Domestic flight stages include all flight stages flown between points within the domestic boundaries of a State by an air carrier whose principal place of business is in that State. Flight stages between a State and territories belonging to it, as well as any flight stages between two such territories, should be classified as domestic. This applies even though a stage may cross international waters or over the territory of another State.

Aggregation method: Sum

Periodicity: Annual

Classification

Topic: Infrastructure Indicators

Sub-Topic: Transportation