Mansfield Frazier slides a cigar into his mouth, climbs into his pickup truck, and drives it from his house, in the inner-city Cleveland neighborhood of Hough, directly across the street to his vineyard, Chateau Hough. Set on three-quarters of an acre between an abandoned home, a long-shuttered library, and a vacant corner store are 14 rows of vines breeding Frontenac (a cold, hearty Minnesota red grape) and Traminette (a floral, white varietal developed in upstate New York) on the site of a former crack house. As Frazier exits the truck, he is greeted by his crew for the day: five parolees from a nearby halfway house who are responsible for the immaculately pruned vines.

“How are they treating you up there?” Frazier, a stout African-American man in his early 70s, shouts to the pruners. Eyes roll. One man has just finished serving a year for burglary, another five years for assault with a firearm. None have even stepped foot in a vineyard before. “Well, they didn’t treat me so well when I was there, but that was a few years ago,” Frazier says.


Frazier took a circuitous route into the world of winemaking. In his late 20s, he peddled strippers and prostitutes in Toronto and Miami, and he claims to have run high-end brothels and escort services in Los Angeles and New York under the street name Bae. “There was a year in my life where you name it, I did it,” Frazier recalls. “I’d buy kilos of cocaine with counterfeit money, then sell them.” In 1992, he was sentenced to three years in federal prison for credit card fraud. While behind bars, Frazier wrote From Behind the Wall, a book on the prison system and race in America that he later published. When he was released, he returned to Cleveland and leveraged his writing and community connections to become a powerful voice in the black community. He regularly contributes to Cool Cleveland, a local online publication; hosts a local radio show; and publishes Reentry Advocate, a magazine focused on the successful return of prisoners to society.

Chateau Hough, one of the first American vineyards set on reclaimed urban land, was started in 2010 with a $15,000 grant from the city and about $8,000 of Frazier’s own cash. Frazier’s main objectives were to beautify the lot across from his house (hopefully raising its value) and help out parolees, who often have trouble finding work. But he also wanted to see if Cleveland’s most notorious neighborhood could maybe make a pretty damn good wine.

The democratization of winemaking technology and expertise has made growing fine wine a reality in parts of the world that most drinkers would have previously considered unfit for even the worst plonk. But now regions from Michigan to Mexico and even China are producing locally grown wines that are not only drinkable but occasionally even great, from the rounded pinot noirs of Le Clos Jordanne near Canada’s Niagara Falls to the crisp sauvignon blanc from Kenya’s Rift Valley Winery.

Chateau Hough’s grapes may be grown on the terroir of a former crack house that Frazier had the city tear down, but his process is not much different than that of many upstart winemakers today. His right-hand man at Chateau Hough is Manny Calto, an Italian-American construction broker and streetwise former Teamsters official who resembles a bald Buddha in Crocs and learned about wine by supplying Ohio’s vineyards with labor crews, often ex-offenders. Calto first heard about the vineyard from a pamphlet Frazier had distributed to churches. “I thought, ‘Chateau Hough, what is this, a rib joint?’” Calto says. The two became fast friends. Calto walks the vines with Frazier regularly, helping him research techniques and troubleshoot problems. When the vineyard released its first vintage this past fall, it was the fruits of four years of daily effort by a reformed street hustler leading dozens of former convicts through the monotonous chores of pruning weeds, trimming vines, and tending a vineyard with the patience of monks.

[quote position=”full” is_quote=”true”]Frazier took a circuitous route into the world of winemaking. In his late 20s, he peddled strippers and prostitutes in Toronto and Miami, and he claims to have run high-end brothels and escort services.[/quote]

White and prosperous during the 19th and early 20th centuries, Hough became increasingly dense during the Depression as its grand houses were carved up for boarders. Following World War II, blacks from the South moved into the area in large numbers, as did working-class white Clevelanders displaced by highway construction. Overcrowding and racial tension made bad bedfellows, and on July 18, 1966, just a few blocks east of the vineyard, Hough erupted in riots for six nights, spreading bullets, blood, and flames. Though many residents held on, Hough never recovered, and its name is forever associated with the riots.

“My earliest memories of my street was that it was a beautiful street adorned with houses that were fully occupied,” recalls Tim Tramble, who was born after the riots and is now the executive director of Burten, Bell, Carr (BBC) Development, a nonprofit neighborhood development organization. “By the time I graduated and went to college (in the 1980s), every house on the opposite side of the street … and 50-60 percent of the houses on my side of the street had been demolished.”

Since the financial crisis, tens of thousands of foreclosures have occurred in Cleveland, along with what one non-profit estimated were 6,000 demolitions of abandoned buildings between 2009 and 2013 (with plans to destroy another 6,000). There are nearly 4,000 acres of vacant land in Cleveland, half of which are held by the city. Under the administration of Mayor Frank Jackson, Cleveland has responded to the housing crisis by aggressively promoting sustainable land use, leasing land, and funding some 250 projects around the city, from small parks to rows of commercial greenhouses in vacant schoolyards. “Our policy is not a shrinking city policy,” said Mayor Jackson in late 2012, insinuating Detroit, which has all but abandoned certain areas to large-scale farming. Eventually, Cleveland would like to see all its empty lots developed, but “right now the highest and best use for that particular piece of land is agriculture,” said Jackson, “and we use it that way.”

Frazier built his house in Hough in 2000, consulted on the construction of other houses nearby, and invested $200,000 in a six-home development in 2007, right before the housing market tanked and stopped Hough’s revival in its tracks. Frazier came up with the idea of building a winery across the street from his house to raise his home’s value. He began devouring books on viticulture and seeking out advice from Ohio’s winemaking experts, such as those who work for the state’s agricultural authorities and academics at Kent State University. They taught Frazier how to focus on grapes that would best thrive in Hough’s terroir—a mix of trucked-in topsoil, crushed concrete, and God knows what else—as well as how he should design the vineyard and how to install the trellises, right down to the specific way the wires should be stapled to the wooden posts to maintain proper tension.

[quote position=”full” is_quote=”true”]These wines may not have the well-rounded body of a Bordeaux, but they come with a narrative that justifies the price.[/quote]

Chateau Hough’s winemaking process has been largely inspired by the French garagiste movement, a collective of small, experimental winemakers with a DIY ethos that emerged in Bordeaux in the 1990s and has since become a catch-all for young, flavor-forward, micro-lot wines, often made, as the name hints, in garages. Frazier and Calto didn’t shy from the symbolism of associating their Cleveland vineyard with French winemaking. The name, etched into a wooden sign standing prominently at the corner, presents a luxurious, deliberately contrary image to the surrounding streetscape, with its abandoned liquor stores and burned-out buildings. Calling it Chateaux Hough is a big middle finger to all that, and Frazier’s quick to acknowledge that with a tone of mockery for those offended by it.

“ ‘Chateau Hough? How dare you call it Chateau Hough? You can’t do that!’ ” he says, in a high-pitched tone. “Well, I don’t need your permission. I could call it Royal Chateau Hough if I wanted to.”

Global wine drinkers, especially younger ones, have been moving away from marquee European varietals for several years, first to Australia and South America, and now into uncharted territories that touch nearly every part of the world. “I’ve been in restaurants where you hardly recognize the grapes,” said Kara Nielsen, a food and beverage trend analyst in Colorado who works for the advertising agency Sterling-Rice Group. “Even the pinot they have is coming from the Czech Republic. The sommelier comes by, they give you a taste, and you realize, ‘Hey, that’s pretty good. It’s not the pinot I used to drink, but it’s good and interesting.’” Nielsen now sees this new wine frontier merging with the evolving local food and DIY spirits trend, which has placed a microbrewery in every neighborhood and a locally distilled whiskey behind each bar.

The front lines of this are the wine lists of locally focused, hip restaurants, where young sommeliers are trying to define themselves with quirky, eclectic selections that surprise diners with unexpected grape varietals and geographic provenance. These wines may not have the well-rounded body of a Bordeaux, but they come with a narrative that justifies the price.

Jonathon Sawyer, the owner of downtown Cleveland’s popular farm-to-table restaurant Green House Tavern, sees Chateau Hough’s wine fitting perfectly on a menu where even his vinegar is distilled in-house. “[Frazier’s] not going for an upper echelon wine. He’s going for a good table juice,” says Sawyer. “Our house wine is our No. 1 seller. If we can source that within two and a half miles, you’re talking about your dream goal of being carbon neutral. … There’s something incredibly Cleveland about Mansfield. It’s a broad-shouldered city. We love to prove people wrong. … Cleveland’s never going to be Chicago or New York, but it sure as hell can be Portland.”

Around Cleveland there are now hundreds of urban farms that have appeared over the past decade, often on abandoned plots distributed by the city, and Frazier, a skilled gardener, could have chosen to plant anything on the plot he acquired from the city. But a vineyard also delivers a powerful message about an area’s worth. It’s a landmark of wealth and privilege rarely found in poor areas like Hough. “If I’d planted bell peppers, you wouldn’t be standing here,” he says, flashing a Cheshire cat’s grin. “The land we occupy in Hough is just as valuable as the land in Honey Valley,” he adds, referring to a nearby wealthy suburb rife with horse farms. “People stop and do a double take.”

Last spring, the first vintage of Chateau Hough was bottled and auctioned off to help support the vineyard. Both varietals had been mixed with grapes brought in from California to mellow out some of the harsher tannins in the red and the sweetness of the white. “It’s a B headed for a B-plus,” said Frazier, noting that they had recently added oak chips to the red, which was shaping up to taste like a medium-bodied syrah, while the white almost had the characteristics of a fruity Moscato. Later that summer, the white won a second prize ribbon at Cleveland’s county fair.

Frazier talks big about what all his little corner could become: The abandoned library to the west of the vines will house the winery, and a block away, in a decommissioned fire station, Calto and Frazier will build their own wine bar and restaurant, which will employ local youth and formerly incarcerated individuals. The two speak of tourists, students, wine lovers, and foodies making pilgrimages to Hough, which today lacks even a single restaurant. “They’re going to scream bloody murder when I ask for it,” Frazier says of the fire station, which the city still owns. But in his eyes, Hough is already becoming his own personal Napa. “I’ve always been a first-class hustler,” Frazier says with pride. “You’d better learn how to hustle, or we won’t have any wine.”

  • Compared to driving, flying is extraordinarily safe – but why doesn’t it feel that way?
    Photo credit: RM Bulseco/Flickr, CC BY Millions of people fly safely every day, but when plane crashes do happen, they can be catastrophic.

    A commercial airplane crash can change how people behave long after the immediate tragedy. News outlets replay the images, people affected share their harrowing stories, and an extraordinarily rare event becomes easy to imagine. Some travelers cancel trips; others drive to their destination instead.

    These choices may feel cautious. Statistically, the alternatives people switch to may come with greater risk.

    Commercial airline crashes command attention because they are rare, catastrophic and beyond a passenger’s control. But the choice to avoid flying does not eliminate risk. As a new report from our research team at Embry-Riddle Aeronautical University outlines, skipping a flight and opting to drive instead is typically much riskier, even if it doesn’t feel like it.

    Airline travel is safer than headlines suggest

    People tend to respond strongly to events that are vivid, while paying less attention to familiar hazards – the risks of which manifest more frequently but less visibly. As a result, efforts to avoid one danger can create another.

    In our recent peer-reviewed report, prepared with support from Embry-Riddle Aeronautical University’s Boeing Center for Aviation and Aerospace Safety, we compared fatality risk in U.S. commercial aviation with other transportation modes, recreational activities, household hazards and occupational risks. While the Boeing Center receives some funding from The Boeing Company, it operates independently.

    We focused on commercial Part 121 airlines operating in the U.S. and analyzed data from 2016 through 2025. Part 121 carriers generally include large U.S. airlines and regional carriers that operate scheduled passenger service. Because fatal accidents are so rare, data from a single year would not have provided a stable risk estimate.

    Across several measures of risk exposure, including distance traveled, individual boardings, hours spent traveling, annual risk and lifetime odds, the data consistently shows that U.S. commercial aviation is exceptionally safe.

    For the same distance traveled, we estimated the fatality risk as about 626 times higher in a passenger car or truck than on a commercial airline. The risk associated with motorcycle travel was more than 22,000 times higher than commercial airline travel. Even highway bus travel, itself a relatively safe option, carried about nine times the risk of commercial airline travel over the same distance.

    When risk is measured per passenger boarding, the numbers remain striking. From 2016 through 2024, the long-run estimate was approximately one passenger fatality per 97.7 million boardings on commercial airlines.

    These numbers do not mean flying is risk-free, just that the risk is small enough that researchers need many years and enormous amounts of exposure to estimate it. Across the 10-year study period, 73 people died in accidents involving commercial airline travel in the United States.

    These findings complement earlier research. A peer-reviewed 2013 study comparing U.S. transportation modes examined data from 2000 through 2009 and also identified commercial aviation as the safest way to travel. A 2018 study using data from the same period similarly ranked commercial aviation as the safest mode.

    More recently, a 2022 study analyzed U.S. news coverage, travel patterns and accident data from 1996 through 2017. It found that increased news coverage of aviation accidents was associated with more road traffic and more fatal road accidents in subsequent months.

    The 9/11 aftermath and the risk of avoiding risk

    The aftermath of the Sept. 11, 2001, terrorist attacks provided a powerful example of how behavior can shift risk from one setting to another. Air travel declined sharply after the 9/11 attacks. Subsequently, researchers were able to investigate whether fear of flying led to additional deaths on the road.

    Psychologist Gerd Gigerenzer analyzed traffic patterns for the final three months of 2001 and estimated 353 excess road deaths nationwide. He characterized many people’s decision to drive rather than fly as an attempt to avoid a “dread risk”: a low-probability event in which many people could die at once.

    Four lanes of traffic on a highway
    After a high-profile plane crash, road traffic can increase. AP Photo/LM Otero, File

    Transportation researchers Michael Sivak and Michael Flannagan later reanalyzed the period. They used road fatality trends from the first eight months of 2000 and 2001 to estimate how many deaths would normally have occurred during the final three months of 2001. They then compared that estimate with the number actually recorded in the past three months and calculated 1,018 additional road fatalities from October 2001 through December 2001.

    But their findings complicated the idea that people who avoided flying merely drove to the same distant destinations. Much of the increase occurred on local roads, not interstate highways, and pedestrians and bicyclists experienced a disproportionate share of fatalities. This pattern suggests that travel behavior may have changed more broadly after the attacks, perhaps because people canceled longer trips, stayed closer to home or changed their daily routines.

    It is hard to pin down how much of this increase was related to people changing their travel patterns in response to the 9/11 attacks, since these studies cannot track each individual’s transportation decisions.

    But both studies suggest that a collective effort to avoid a highly visible danger can increase exposure to ordinary hazards whose victims are less visible. When more people choose to drive rather than fly, the roads become busier and the number of traffic deaths can rise.

    The question shapes the risk estimate

    One reason discussions about risk become confusing is that there is no single way to measure it. The answer to the question “Is it safe?” depends on what you measure.

    How much risk does a person face for each mile traveled? What is the risk of one trip? How much risk accumulates during one hour of travel? What is the chance of dying from this cause in a year or over a lifetime?

    These are legitimate questions, but to make a valid comparison, you need to look at the same measure of risk for both types of transportation. Comparing the risk of one flight with the annual risk of driving, for example, mixes unlike quantities.

    A traveler deciding whether to fly or drive between two cities can compare the two modes over the same trip or distance. This comparison provides a clearer perspective than comparing a highly visible plane crash with a familiar daily routine.

    Time matters too. In our estimates, an hour in a passenger car or truck carried about 74 times the fatality risk of an hour aboard a commercial aircraft.

    Feeling in control is not the same as safety

    Driving gives people a steering wheel, a brake pedal and the belief that their skill can protect them. Flying asks passengers to place control in the hands of pilots, airlines, regulators, air traffic controllers and a complex technical system. Psychological research has linked a stronger sense of agency – the feeling that people control their actions and their outcomes – with greater risk-taking. That difference in perceived control helps explain why a rare aviation disaster can feel more threatening than routine road travel.

    A shadowed traveler pulling a suitcase through an airport, with the tail of an airplane visible out the window.
    Airline passengers don’t have the same sense of control over their vehicle as drivers, so flying can feel more uncertain and dangerous. AP Photo/Susan Walsh

    Media attention also matters. A major airplane crash is treated as news of national or international importance. Road deaths occur across many locations and at different times, so the public does not see the cumulative toll.

    The emotional intensity of coverage does not mean journalists are wrong to cover crashes. It just means audiences need context alongside the images.

    Crafting better risk communication

    Telling anxious travelers that flying is “safe” is rarely enough. Research on risk perception shows that people do not judge danger through statistics alone. Fear and vivid images also shape how risky an event feels. But providing more context about the risks from other forms of transportation can still help.

    Effective communication about risk does not minimize tragedy or dismiss the real fear people may feel. But it can help people understand that when millions of travelers shift from one type of transportation to another, the risk moves with them.

    For travelers, the practical question is not whether an option has zero risk. No option does. The question is whether a choice reduces their total exposure to risk or merely replaces a frightening, highly visible risk with a greater one that feels routine.

    To put the rarity of fatal airline events into perspective, an average of 2.48 million travelers passed through TSA screening each day in 2025. Modern commercial aviation in the United States has achieved a safety record that is difficult to grasp precisely because fatal events are so unusual.

    When fear leads people away from that system, the safest-feeling decision may not be the safest decision at all.

    This article originally appeared on The Conversation. You can read it here.

  • Getting outside despite your 9‑to‑5 job can improve your mental health – here’s how to spend time in nature during and around working hours
    Photo credit: Todd Lookingbill Urban parks are great places to soak in the outdoors without planning an elaborate trip.

    The modern workday unfolds largely indoors. Long hours spent commuting, sitting in meetings and staring at screens can make time outdoors feel like a luxury. Finding time for nature in an already packed workday can feel impossible, especially if you think nature only “counts” when it involves hiking boots and camping gear.

    But a growing body of research suggests that nature’s benefits don’t require an exotic vacation getaway or weekend adventure. Even brief, routine interactions with green space can reduce stressimprove mood and promote overall well-being.

    I spent the spring of 2026 teaching and studying urban landscapes in Denmark, a country consistently ranked among the happiest in the world. I expected to find thoughtfully designed parks, courtyards and bicycle paths. I did see those things. But what surprised me was how seamlessly people moved through those spaces as part of their ordinary lives.

    These green spaces weren’t aspirational destinations, reserved for special occasions. They were places to eat lunch, meet friends, walk through on the way home from work, or just pause for a few quiet moments. Getting outside seemed a part of the natural rhythm of the day.

    Denmark‘s outdoor culture stemmed not only from the creation of a meticulously planned network of parks, but also from the way green spaces were fundamentally woven into the routines of everyday life.

    A wooden bench in an outdoor park
    A wooden bench in one of Copenhagen’s forest therapy parks invites people to sit and soak in their surroundings. Todd Lookingbill

    Everyday parks, everyday benefits

    Evidence linking time spent in nature with health benefits has increasingly shaped public policy. In the U.S., for example, the National Park Service’s Healthy Parks Healthy People and ParkRx initiatives reflect a growing recognition that access to parks contributes to well-being.

    For many Americans, however, the word “park” brings to mind iconic national parks such as Yellowstone, Yosemite or the Grand Canyon. Yet visiting parks of all kinds can improve your overall health. The greatest public health value may come not from the parks people visit once in a lifetime but from those close enough to visit again and again.

    My own research on Civil War battlefield parks illustrates this point. These are parks that were established to commemorate historic conflicts that were frequently fought on the fringes of major metropolitan areas. Consequently, many of these landscapes preserve forests, grasslands and trails within easy reach of millions of Americans.

    Because they’re accessible without extensive travel or planning, they can become places people return to repeatedly – such as during a lunch break or after work. Reframing the notion of “park” opens up millions of acres of land for everyday uses.

    Designing for everyday nature

    At the University of Richmond, where I work, a stream restoration projects became an opportunity to rethink how nature fits into campus life. Landscape architects designed an Eco-Corridor, as the project became known. It has walking paths, gathering spaces and seating areas for quiet reflection alongside flowing streams and native vegetation.

    The result was a landscape that supports biodiversity and improves water quality while also creating places for students, faculty and staff to walk between meetings, eat lunch alfresco or spend a few quiet moments outside during the workday. Its ongoing care depends on an army of volunteers who spread mulch, remove invasive plants and tend the community garden. For these volunteers, stewardship between classes and meetings meant another opportunity to interact with nature.

    A group of young people walking along a concrete path lined with trees and shrubbery.
    Students walk through the ‘Eco-Corridor’ at the University of Richmond. Haley Herrmann

    What we learned was that nature doesn’t have to compete with work, studying or everyday responsibilities. Thoughtful landscape design can make spending time outdoors, even if only for a few short minutes, feel like a normal part of the day.

    This article originally appeared on The Conversation. You can read it here.

  • The tourism industry is slowly waking up to solo travelers’ needs
    Photo credit: Sebastien Goldberg on UnsplashAs more and more people live alone, solo travel is becoming increasingly popular.

    Solo travel is surging – and an industry still largely built for two is taking note.

    Google reported in April 2026 that online searches involving “solo travel” hit an all-time high this year, with queries for “women solo travel” reaching a 15-year peak. Hilton’s 2026 trends report found that 26% of travelers planned to take a trip alone this year, and that nearly half said they planned to add solo days to the front or back of a family trip.

    The issue isn’t new. In 1992, marketing researchers identified the solo consumer as an underserved market. But as tourism researchers have documented, the accommodation sector treats double occupancy as the default unit of consumption, which often slaps a “single supplement” charge on customers when they travel without a partner. The industry essentially penalizes travelers for arriving without a second body to fill the other half of a room they aren’t using.

    The reason why so many hotels, cruise lines and tour operators still base prices on double occupancy is that their costs – the room, the berth, the coach seat, the guide – don’t fall by half when the second person fails to materialize. But the supplement isn’t just a pricing convention. It’s the clearest signal the industry sends about who it built the product for.

    I’m a scholar who studies what I call the solo economy: how institutions and markets adapt, or fail to adapt, to the rise of single living. I’ve written before about how retail and restaurants still design for pairs.

    Travel is further along than most in recognizing this cultural shift. It’s also a useful case because the industry has started on the easy part of the problem but barely touched the rest.

    Demographics matter, but not the way you’d think

    The broader shift toward solo living is real. In 2025, 39.7 million Americans lived alone. That’s 29% of all households, up from 20% in 1975. Married couples, meanwhile, fell to 47% of households from 66% 50 years earlier.

    Those numbers alone don’t explain solo travel. Some of that decline went to people living alone; some went to unmarried couples, who are still a party of two on a booking page. Married people take trips alone. Single people travel with friends, siblings and parents, and plenty of them have logged serious hours as an extra wheel. Living alone and vacationing alone are different behaviors with different causes.

    What connects them is the erosion of a single assumption: that every adult arrives with a plus-one. That assumption is weakening at home, and it’s now encountering the booking page.

    Price is the easy rung

    One response by the travel industry has been to shave the single supplement. For example, the tour operator Tauck announced this year that it’s waiving the single supplement on a class of its riverboat cabins across more than 250 European river cruise departures and reducing it by up to US$600 on 105 land departures.

    Another touring company has taken a more committed approach to adjusting its offerings: Aurora Expeditions sets aside 10 dedicated solo cabins on every sailing across its three ships, with no single supplement, through its 2026 and 2027 seasons.

    Then there’s Norwegian Cruise Line, which was early to the shift. In 2010, it introduced Studio staterooms aboard Norwegian Epic: Small cabins designed for one passenger, sold at single-occupancy prices and arranged around a keycard-access Studio Lounge reserved for solo travelers. The trade-off is less private space, but at a price for one, with access to a room full of fellow travelers going it alone.

    Norwegian then expanded solo categories in 2024 from nine ships to its full 19-ship fleet. But on ships without Studios, much of the expansion was relabeling. Cruise Critic reported that standard double-occupancy rooms would likely be reclassified rather than retrofitted. And by Norwegian’s own account, the Studio Lounge is reserved for guests in Solo Studios – so the fleetwide solo categories come with the discount but not the room full of other solo travelers.

    That’s the difference between repricing and redesigning. The 2010 Studio was a purpose-built 100-square-foot (9 square-meter) cabin that cost Norwegian something to construct. The 2024 categories are, in many cases, the same rooms as before, with a new label and a discount. The solo traveler pays less than two people would, but it’s still more than half for a room sized and built for two. A cabin sold to one occupies the same space as a cabin sold to two, and the industry still counts berths.

    There’s a cleaner approach. Yotel sells a room type it calls Solo – 114 square feet (about 10 square meters) in New York City, maximum occupancy one, at the bottom of its price range. Nothing was subtracted to make it. It was built at that size, for that guest, and priced accordingly. That’s what designing for one looks like, and it’s rare enough that a tiny room counts as progress.

    At a long table covered by flowers and plates of food, a diverse group of travelers shares a meal.
    Many solo travelers seek control over their experiences and schedules, but they still seek a social component. Keriliwi on Unsplash

    Traveling alone doesn’t mean being alone

    A common mistake in designing for solo travelers is assuming that solitude is the product. It isn’t.

    In the same 2026 data showing record interest in solo travel, Google found that searches for “travel groups” and “tour groups” also hit record highs. A Mastercard survey of more than 15,000 consumers across 11 countries found that 39% of international travelers had already taken a trip alone — and 7 in 10 international leisure travelers were interested in solo experiences built to connect them with like-minded people.

    The contradiction makes sense when you acknowledge that privacy and isolation are two different things. A person can want total control over where to go, when to eat and when to return to the room – and still want company at dinner.

    The issue with double-occupancy pricing is that it assumes the customer brings their own company. But when only one person books, the operator has to address the pricing problem – whether or how to discount; and a product problem – how to supply a social component. Waiving a solo supplement solves the first issue, but it ignores the second. Norwegian understood this in 2010 by creating its lounge for solo travelers.

    The pitch is easier when the product is for one

    For all these changes, travel advertising often still runs on couples: two glasses of wine, two lounge chairs, two silhouettes against a sunset. Sandals Resorts built an entire resort category around the premise.

    When solo travel does appear, it gets a different script. The traveler is adventurous, on a journey of self-discovery. AARP’s current solo-travel guide emphasizes personal growth and self-reliance. Even Norwegian closes its solo pitch by reassuring the reader that “you’re pretty good company.”

    The effect is to mark solo travel as exceptional at precisely the moment it stops being exceptional. Nobody reassures a couple that they will enjoy the balcony. Calling a solo traveler “brave” can be a compliment, but it can also reveal the assumption that traveling alone is abnormal, even when that’s changing.

    That all said, parts of the tourism industry have taken big steps over the past 15 years. But treating solo travelers as an audience rather than an accommodation is harder. It’s about selling them what they have already said they want: control over the trip, and access to other people, on their own terms.

    Marketing researchers named this opportunity in 1992. Thirty-four years later, the industry is still learning to build for one. Meanwhile, the solo traveler is standing at reception, holding a credit card, waiting for someone to design a room.

    This article originally appeared on The Conversation. You can read it here.

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