Originally Posted by
ClipperDelta
If DL gave up PDX-HND and this was moved to AA’s LAS-HND, it is doubtful whether AA would want to start this at this time either. AA actually supported DL’s request with the DOT in terms of gateway flexibility. LAS would be dependent on Japanese-originating traffic, and Japan-originating traffic has still not recovered; the weak yen is not helping the situation either.
HND-LAS might be very profitable during a few weeks of the year, mainly when there are major tech-related trade shows or conventions. Otherwise, it's a leisure route.
Originally Posted by
moondog
I used to fly PDX-NRT on NW often when I lived in Portland, and it was a popular flight. Of course, NW had fairly substantial hub at NRT back then that was very efficient, and also a pleasent set-up.
From MSP, a PDX connection was often the cheapest with upgrade space more likely to be available. However, I learned to avoid connecting in PDX on the return from Asia when my flight would arrive early and passengers would be forced to stay on board for an hour or so until CBP officers arrived at work.
Originally Posted by
Masterofpuppets
I've read that Delta could/might give back HNL and PDX and would re-apply and request to go SEA 2X daily and LAX 2x daily. Well if they ever order those 350-1000's they could get a nice bump in capacity on LAX and SEA - HND so they can keep those 1x daily and then apply for BOS and JFK flights and hope for at least one new HND flight from an east coast hub.
350-1000 would not only be good for AMS but also for HND
Adding more capacity from the west coast would be inconvenient to passengers forced to do a long domestic flight and then a shorter overnight flight (and vice versa on the return): Less time in Delta One seats and less sleep on board.
Originally Posted by
ClipperDelta
Although:
- all of its competitors (including AA which has a JV with JL) with the exception of UA , actually agreed with Delta’s proposal.
- the proposal was only for temporary flexibility
- from a consumer standpoint, we would actually want Delta to be successful in the Japan market as it is pretty much the only carrier with any heft going up against the two JVs.
- having a split operation between NRT and HND without a Japanese JV partner is simply a no-go due to costs.
Flexibility is good.
Given the shift to HND, NRT flights wouldn't be very competitive either. Especially for business travelers and those who buy more expensive tickets, people don't want to endure the long trip to and from NRT.
Does anyone know whether the old-style late evening HND TPAC departure slots are freely available for USA carriers? That could be a way to add capacity and gain flexibility for HND routes.
If/when business travel returns, AUS-NRT could be an interesting route or maybe SAN-HND.