DL to Expand at LGA, but Reduce at DCA
Aug 12, 2009, 12:29 pm
#61
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If it continues to be an MD-88 operation, or A320 operation, or RJ operation, then it does make upgrade competition more difficult.
However, if the reduced slot numbers result in the greater usage of larger planes, e.g., the 757, into DCA, then it makes the upgrade chances somewhat better.
I think 55 slots is enough to work with at DCA, given that it is purely and O&D market and given that Delta can vary the equipment guage to make up for much of the capacity lost in the slot reductions.
I have always been a fan of fewer frequencies on larger equipment, anyway.
Aug 12, 2009, 12:31 pm
#62
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Here's a though (perhaps mentioned): I've been reading various articles about the whole thing and I wonder if this is not part of a grand scheme to rebuild the terminal at JFK. In every article I've read, US regards their operation at LGA as "a money-losing turboprop operation." Yet, DL is going to be operating to almost all of the same cities with RJs, typically higher CASM aircraft. I wonder if we will not see a dramatic reduction at JFK in order to facilitate an expedited reconstruction. Move most destinations that do not have much international O&D to LGA and move some frequencies to larger markets that don't connect well to the international banks at JFK to LGA. I don't know specifics, but if they were able to move enough flights out of JFK, perhaps they could consolidate JFK ops into T3 & T4, rebuilt T2, move ops to T2, rebuilt T3.
I feel like they (DL) are giving up too much in this scenario unless there is some master plan that has not been revealed. In all likelihood, DCA will not have a perimeter rule in the next year or two (congress controls this). LGA, on the other hand, will likely still be restricted longer than DCA (PANYNJ controls this).
Thoughts?
I feel like they (DL) are giving up too much in this scenario unless there is some master plan that has not been revealed. In all likelihood, DCA will not have a perimeter rule in the next year or two (congress controls this). LGA, on the other hand, will likely still be restricted longer than DCA (PANYNJ controls this).
Thoughts?
To all you Delta folks coming to US, welcome to the only all coach E170/175’s flown by an airline with first class. These planes truly suck if you get on late with a full plane, since there isn’t enough bin space when you pack the maximum seats on these planes like US does.
Aug 12, 2009, 12:33 pm
#63
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Here's a though (perhaps mentioned): I've been reading various articles about the whole thing and I wonder if this is not part of a grand scheme to rebuild the terminal at JFK. In every article I've read, US regards their operation at LGA as "a money-losing turboprop operation." Yet, DL is going to be operating to almost all of the same cities with RJs, typically higher CASM aircraft. I wonder if we will not see a dramatic reduction at JFK in order to facilitate an expedited reconstruction. Move most destinations that do not have much international O&D to LGA and move some frequencies to larger markets that don't connect well to the international banks at JFK to LGA. I don't know specifics, but if they were able to move enough flights out of JFK, perhaps they could consolidate JFK ops into T3 & T4, rebuilt T2, move ops to T2, rebuilt T3.
IMO, the LGA expansion is another step in their attempts to be a competitive New York airline. Basically, they are trying to be the "go-to" airline for New Yorkers - with around 470 daily flights out of LGA and JFK, they are trying to not give New Yorkers and corporate clients any reason to switch airlines because of an insufficient network. With this expansion, they will have increased their NYC footprint even more and will be more than competitive with CO (arguably the top dog right now for the NY area) for the O&D NYC market.
Aug 12, 2009, 12:37 pm
#64
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Depends on where DL flies the shuttle from in their new terminal complex. If the use the current US shuttle gates, it's very possible to checkin and roll inside of 15 minutes.
That really depends on how DL chooses to configure security in what's now the US terminal. US has so severely underutilized the space that with the two security checkpoints, I've never waited more than 10 minutes (and that was right after 9/11--I'm mostly thru in about 3 minutes). DL may actually use the non-shuttle space effectively and with mainline aircraft, which might change things somewhat.
That really depends on how DL chooses to configure security in what's now the US terminal. US has so severely underutilized the space that with the two security checkpoints, I've never waited more than 10 minutes (and that was right after 9/11--I'm mostly thru in about 3 minutes). DL may actually use the non-shuttle space effectively and with mainline aircraft, which might change things somewhat.
Aug 12, 2009, 12:39 pm
#65
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Aug 12, 2009, 12:41 pm
#66
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IMO, the LGA expansion is another step in their attempts to be a competitive New York airline. Basically, they are trying to be the "go-to" airline for New Yorkers - with around 470 daily flights out of LGA and JFK, they are trying to not give New Yorkers and corporate clients any reason to switch airlines because of an insufficient network. With this expansion, they will have increased their NYC footprint even more and will be more than competitive with CO (arguably the top dog right now for the NY area) for the O&D NYC market.
Aug 12, 2009, 12:47 pm
#67
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Originally Posted by jjglaze77
I feel like they (DL) are giving up too much in this scenario !
Aug 12, 2009, 12:58 pm
#68
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DL's (lack of) commitment to South America is something to watch out.
Given the drop in ad rates, DL picked about as good a time as any to go on a major marketing blitz. Who knows what kind of results it can or cannot deliver in an environment like this still.
Given the drop in ad rates, DL picked about as good a time as any to go on a major marketing blitz. Who knows what kind of results it can or cannot deliver in an environment like this still.
Aug 12, 2009, 1:17 pm
#69
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Aug 12, 2009, 2:32 pm
#70
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Aug 12, 2009, 2:35 pm
#71
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Aug 12, 2009, 2:44 pm
#72
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In terms of larger aircraft, DL/NW/UA/US all operate regular 757/A321 flights. DL had a 767 in DC in December of 2008 too.
http://www.youtube.com/watch?v=qePafDfZ0k8
Aug 12, 2009, 4:11 pm
#73
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Commercial airline travel is just about the only service that has become less expensive over time, despite the rising costs associated with providing the service. We've all become spoiled and now cry foul when airlines raise prices -- but the truth is that we should be lucky to have had the bargains while we did.
Airline prices NEED to go up for the industry to survive... and that means jobs and the strength of commerce in general. Flying may no longer be as accessible as it briefly became in the 90's - '00s, but that's just a necessary evil.
Aug 12, 2009, 4:14 pm
#74
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What gives you the impression DL lacks commitment to South America? Because they traded a few GRU slots!? You could say they lack commitment to Asia using the same argument, but that's clearly not the case. A few slots, which by Delta's own announcement should not materially affect their current schedule to GRU, doesn't spell doom for DL's operation to SA.
Aug 12, 2009, 4:19 pm
#75
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What gives you the impression DL lacks commitment to South America? Because they traded a few GRU slots!? You could say they lack commitment to Asia using the same argument, but that's clearly not the case. A few slots, which by Delta's own announcement should not materially affect their current schedule to GRU, doesn't spell doom for DL's operation to SA.