AUS will become a Delta Focus City
Jun 22, 2018, 4:19 am
#31
FlyerTalk Evangelist
Join Date: Sep 2003
Location: San Antonio
Programs: DL DM, Former AA EXP now AY Plat, AC 75K, NW Plat, Former CO Gold, Hilton Diamond, Marriott Titanium
Posts: 27,033
I'd at least say that is feasible. BA upgauged to 747 due to demand. (Although I feel a downgrade in plane comfort) Norwegian flies to LGW now from AUS. At least more feasible than any of the intra-TX routes suggested.
Jun 22, 2018, 7:31 am
#32
Join Date: Jun 2018
Posts: 33
I fly to Austin monthly for a few days at a time for work, and a focus city out of AUS would be fantastic. AUS-CVG-LGA and AUS-BNA-DCA as one-stops to skirt the perimeters have virtually no extra mileage, and you could do them with the 717 and focus on the thru traffic with very tight turns. AUS-IND-LGA and AUS-RDU-DCA as thru trips add in a little more distance, but could still work with CR9 and suddenly you have 4x/day 1-stops to both LGA and DCA.
Add in a second weekday frequency to BOS and SEA, and add 4-5 more business cities key to Austin corporate accounts, serve LAS/ORD/MCO weekdays only when there are important conventions.
And that doesn't even start to do battle with Southwest on Texas cities for lobbyists and the like. HOU/DFW may be too tough to crack, but some of the other Texas cities at 350+ miles may be worth it.
Add in a second weekday frequency to BOS and SEA, and add 4-5 more business cities key to Austin corporate accounts, serve LAS/ORD/MCO weekdays only when there are important conventions.
And that doesn't even start to do battle with Southwest on Texas cities for lobbyists and the like. HOU/DFW may be too tough to crack, but some of the other Texas cities at 350+ miles may be worth it.
More broadly, I'd be interested to know what the top unserved (on DL) flights are from AUS. I've had to fly AUS-BOS a ton recently, so I've been taking full advantage of the nonstop, it's been great for upgrades as a PM, even when they use the 319. SEA absolutely could use a 2nd frequency, preferably late afternoon.
Jun 22, 2018, 8:26 am
#33
Suspended
Join Date: Sep 2005
Location: SEA
Programs: UA Silver, BA Gold, DL Gold
Posts: 9,779
Jun 22, 2018, 10:25 am
#34
Join Date: May 2011
Location: NYC
Programs: DL PM. 1MM
Posts: 2,045
But flights out of NYC/ATL/MSP on Delta are always $400 plus rt even if off peak summer. I too would love to see delta compete for this market and reduce fares.
Jun 22, 2018, 11:25 am
#35
FlyerTalk Evangelist
Join Date: Sep 2003
Location: San Antonio
Programs: DL DM, Former AA EXP now AY Plat, AC 75K, NW Plat, Former CO Gold, Hilton Diamond, Marriott Titanium
Posts: 27,033
What does three hub cities fares have to do with BWI? Trust me they are competing. One just need change AUS to SAT to see that. BTW Can easily find $250 RT JFK AUS in Y (not BE) and RT F for $650. OW F for $300-350.
Jun 22, 2018, 11:34 am
#36
Join Date: Sep 2008
Location: AUS
Programs: BAEC Gold, AA PPro, Hyatt Globalist, Amex Plat
Posts: 7,024
Regards
Jun 22, 2018, 11:36 am
#37
Join Date: Sep 2008
Location: AUS
Programs: BAEC Gold, AA PPro, Hyatt Globalist, Amex Plat
Posts: 7,024
Jun 22, 2018, 12:59 pm
#38
Join Date: Apr 2011
Posts: 3,394
It will be interesting to see if DL uses their new gates to have increase frequency to hubs and add few choice routes 4-6x daily and maybe a seasonal AMS, or if they're looking to really expand the map with IND, SJC, STL, MCI, MKE, PDX, LAS, MCO, CMH, DEN, OMA, OKC, and y/r AMS service but with only 1 or 2 flights per day.
Jun 22, 2018, 1:23 pm
#39
Join Date: Jun 2018
Posts: 33
It will be interesting to see if DL uses their new gates to have increase frequency to hubs and add few choice routes 4-6x daily and maybe a seasonal AMS, or if they're looking to really expand the map with IND, SJC, STL, MCI, MKE, PDX, LAS, MCO, CMH, DEN, OMA, OKC, and y/r AMS service but with only 1 or 2 flights per day.
Current peak daily route frequencies are as follows:
ATL 8x
BOS 1x
CVG 1x
DTW 3x
LAX 3x
MSP 3x
JFK 3x
RDU 1x
SLC 3x
SEA 1x
Gate utilization is as follows:
4 - 8 daily departures
5 - 8 daily departures
6 - 8 daily departures
3A - 1 daily departure
So if they were to get 5 dedicated gates as I've been hearing, they could add ~15 additional flights daily. Put another way, if they choose to serve a new destination with 3x service, morning, afternoon, evening, then they can add 5 additional routes, assuming the one international will be out of a shared gate.
Jun 22, 2018, 1:31 pm
#40
FlyerTalk Evangelist
Join Date: May 2000
Location: RDU
Programs: AA LT Gold, DL SM, HY Disc, Marriott LT Gold
Posts: 12,502
The intra-TX flights SW serves from AUS are DAL, ELP, HOU, HRL, and LBB. Only missing AMA, CRP, and MAF more or less. While the DAL and HOU flights are always packed for distribution to their hubs, have you flown on the other ones? I've been on ELP, have an upcoming to LBB, flown through DAL to MAF, only about half of the 733 (yes, -300) were full. It'd probably be a CR7 5x weekly from my admittedly untrained eye.
More broadly, I'd be interested to know what the top unserved (on DL) flights are from AUS. I've had to fly AUS-BOS a ton recently, so I've been taking full advantage of the nonstop, it's been great for upgrades as a PM, even when they use the 319. SEA absolutely could use a 2nd frequency, preferably late afternoon.
More broadly, I'd be interested to know what the top unserved (on DL) flights are from AUS. I've had to fly AUS-BOS a ton recently, so I've been taking full advantage of the nonstop, it's been great for upgrades as a PM, even when they use the 319. SEA absolutely could use a 2nd frequency, preferably late afternoon.
But I've been studying their RDU approach since I'm moving there in 2019. CR9s mostly under 500 miles to spokes and focus cities, a few CR7/CR2, and mainline to hubs. So maybe 321 peak/CR9 offpeak to HOU/DAL, CR9 to ELP and MTY, CR7 to AMA/LBB/MAF and someplace for NE Texas. Send most of the CR9/CR7 off to leisure destinations on Saturday morning and bring them back Sunday afternoon.
Jun 22, 2018, 1:45 pm
#41
Join Date: Jun 2018
Posts: 33
Most of my flying to Austin is from either RDU/LAX/ORD, although I'm about to start a project where I'll be doing more intra-Texas flying for about a year.
But I've been studying their RDU approach since I'm moving there in 2019. CR9s mostly under 500 miles to spokes and focus cities, a few CR7/CR2, and mainline to hubs. So maybe 321 peak/CR9 offpeak to HOU/DAL, CR9 to ELP and MTY, CR7 to AMA/LBB/MAF and someplace for NE Texas. Send most of the CR9/CR7 off to leisure destinations on Saturday morning and bring them back Sunday afternoon.
But I've been studying their RDU approach since I'm moving there in 2019. CR9s mostly under 500 miles to spokes and focus cities, a few CR7/CR2, and mainline to hubs. So maybe 321 peak/CR9 offpeak to HOU/DAL, CR9 to ELP and MTY, CR7 to AMA/LBB/MAF and someplace for NE Texas. Send most of the CR9/CR7 off to leisure destinations on Saturday morning and bring them back Sunday afternoon.
Jun 22, 2018, 2:01 pm
#42
FlyerTalk Evangelist
Join Date: May 2000
Location: RDU
Programs: AA LT Gold, DL SM, HY Disc, Marriott LT Gold
Posts: 12,502
I ask out of curiosity since you have been investigating RDU; do you see DL's lack of interest in RDU-CLT as similar or different to AUS-HOU/DAL? I want them just as much, but what would be the different motivations in wading into one/two markets that are double fortress hub covered with only pure O&D?
But intra-TX requires airplanes on so many routes for people who have higher value of time that HOU/DAL might end up being competitive necessities. So DL could omit HOU/DAL and still attract business people who do primarily Top 30 city business, but then I don't know if they could make any intra-TX route really work.
Jun 22, 2018, 2:12 pm
#43
FlyerTalk Evangelist
Join Date: Jun 2015
Location: Back in Reds Country (DAY/CVG). Previously: SEA & SAT.
Programs: DL PM 1MM, AA PLAT, UA Silver, Marriott Bonvoy Titanium
Posts: 10,333
Most of my flying to Austin is from either RDU/LAX/ORD, although I'm about to start a project where I'll be doing more intra-Texas flying for about a year.
But I've been studying their RDU approach since I'm moving there in 2019. CR9s mostly under 500 miles to spokes and focus cities, a few CR7/CR2, and mainline to hubs. So maybe 321 peak/CR9 offpeak to HOU/DAL, CR9 to ELP and MTY, CR7 to AMA/LBB/MAF and someplace for NE Texas. Send most of the CR9/CR7 off to leisure destinations on Saturday morning and bring them back Sunday afternoon.
But I've been studying their RDU approach since I'm moving there in 2019. CR9s mostly under 500 miles to spokes and focus cities, a few CR7/CR2, and mainline to hubs. So maybe 321 peak/CR9 offpeak to HOU/DAL, CR9 to ELP and MTY, CR7 to AMA/LBB/MAF and someplace for NE Texas. Send most of the CR9/CR7 off to leisure destinations on Saturday morning and bring them back Sunday afternoon.
Jun 22, 2018, 2:18 pm
#44
FlyerTalk Evangelist
Join Date: Sep 2003
Location: San Antonio
Programs: DL DM, Former AA EXP now AY Plat, AC 75K, NW Plat, Former CO Gold, Hilton Diamond, Marriott Titanium
Posts: 27,033
I ask out of curiosity since you have been investigating RDU; do you see DL's lack of interest in RDU-CLT as similar or different to AUS-HOU/DAL? I want them just as much, but what would be the different motivations in wading into one/two markets that are double fortress hub covered with only pure O&D?
Jun 22, 2018, 2:29 pm
#45
FlyerTalk Evangelist
Join Date: Mar 2013
Programs: DL PM, MR Titanium/LTP, Hilton Diamond
Posts: 10,130
I think RDU isn't the best point to compare. It's a hub for GoJet. Thus it makes sense as to why a number of flights are going to RDU. As for RDU/CLT AA operates 9 daily flights on this 130 mile flight. Just no high dollar demand for DL. Same issue with AUS/TX multiple flights over very short distances with low $ coming in. AA/UA fly primarily to IAH/DFW from SAT/AUS to bring in passengers to pay for the longer flight onward . Yes there's O/D but connecting traffic is vast majority.
NC is by and large a driving state. From Raleigh in the middle it's 2 hours to CLT, 3 to AVL, and 3 to Wilmington.
There's not much point in flying O&D between RDU and CLT when you add in airport time and then having to get from CLT to downtown Charlotte. Wilmington - CLT makes sense but without feed and the smaller size of Wilmington, there's no way DL would start that route.
I think the majority of the RDU - CLT traffic on AA is likely connecting a la the 8-10 daily mainline flights DL has on RDU - ATL.
