Ed Bastian Thoughts on SLC Hub/Possible Asia
Jan 20, 2019, 7:18 am
#31
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They don't even run the A330 on SLC-AMS. Heck they can't even run AMS year round. If Delta's largest partner hub can't take that much capacity from SLC then ICN certainly can't. There was a good thread about SLC's international demand posted about a year ago. You should read it. The demand for Asia just isn't there. You need a healthy amount of local traffic for such a flight to work. Delta only operated NRT because of a subsidy and even that wasn't enough to keep them around. MSP didn't even have an ICN flight until just recently and they are the wealthiest of Delta's fortress hubs. You really should educate yourself on this matter.
Jan 20, 2019, 7:30 am
#32
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What cities - with decent numbers of travelers to Asia - have DL service to SLC but not SEA or LAX? Double connects xxx-SLC-ICN-xxx will yield junk avg fares: UA's xxx-SFO-xxx will get the premium traffic from shorter travel times. DL is going to need some decent volume of traffic SLC-ICN or SLC-xxx to make this viable.
Besides, while we sit here guessing, DL knows exactly how many people now are slogging to the west coast to make a connection.
Jan 20, 2019, 1:33 pm
#33
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Jan 20, 2019, 1:37 pm
#34
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I think you are missing the point. Dl or KL will still have the west coast non-stops. But there are a lot of people having to connect ont he west coast for TPac or visa versa. From Denver to Sacramento, this will appeal.
Besides, while we sit here guessing, DL knows exactly how many people now are slogging to the west coast to make a connection.
Besides, while we sit here guessing, DL knows exactly how many people now are slogging to the west coast to make a connection.
Jan 20, 2019, 3:31 pm
#35
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I'm not sure about that. The SLC SC is pretty bleak. I'd rather have a layover in SEA at least outbound (inbound international is a different story) but then again coming from RDU I'd go via ATL / DTW / MSP for a TPAC before going through LAX / SLC / SEA (exception SYD obviously)
Jan 20, 2019, 4:35 pm
#36
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Jan 20, 2019, 6:57 pm
#37
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thats pretty unlikely. the 339 wont have that much of a range bump over the 332.
A 251t 339 might be able to do it over a Delta 332 but I don't believe the first 10 or so 339s for Delta (at least) will be 251t. They will come as 242t frames.
Again, let's see the performance charts. But I'll play along and say that it won't have any issues. The A330neo name is a bit deceiving. It's not just a simple engine upgrade and aero tweaks like the A320neo. The airframe is bigger and holds considerably more passengers. 320+ passengers is way too much for such a thin market. The A330-900 is better suited for something like LAX-ICN or DTW-AMS. It's an airplane for hub-hub operations.
Do you ever look anything up before posting? serious question.
Delta's 339s will have 12 less seats than the current Delta 333 (281 v 306)
More importantly, yes the 330N vs 330C is pretty much engines and aero upgrades. The fuselage length and width are staying the same size.
The reason Delta would add something like SLC-ICN is to free up more seats in SEA and/or LAX for local pax.
A 251t 339 might be able to do it over a Delta 332 but I don't believe the first 10 or so 339s for Delta (at least) will be 251t. They will come as 242t frames.
Again, let's see the performance charts. But I'll play along and say that it won't have any issues. The A330neo name is a bit deceiving. It's not just a simple engine upgrade and aero tweaks like the A320neo. The airframe is bigger and holds considerably more passengers. 320+ passengers is way too much for such a thin market. The A330-900 is better suited for something like LAX-ICN or DTW-AMS. It's an airplane for hub-hub operations.
Delta's 339s will have 12 less seats than the current Delta 333 (281 v 306)
More importantly, yes the 330N vs 330C is pretty much engines and aero upgrades. The fuselage length and width are staying the same size.
I would think his point is that Denver and Sacramento, for example, already have service to both LAX and SEA, so it isn't clear SLC wouldn't just steal connecting traffic from those hubs. I think it is a valid question to ask what cities would be served via SLC that aren't via LAX or SEA and what kind of volume they might bring.
Jan 21, 2019, 5:39 am
#38
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Agreed. I’d love to use SLC whenever possible but the SkyClub is the deal breaker. If ATL’s B club have any lessons to teach it’s that bigger is not necessarily better. So what if they make the club three times the size? The bathrooms won’t be any bigger.
They should definitely build a new club but let the current club remain.
They should definitely build a new club but let the current club remain.
Jan 21, 2019, 7:11 am
#39
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That won't be possible. https://www.flyertalk.com/forum/west...oncourses.html All existing structures will be demolished.
Jan 22, 2019, 7:40 pm
#40
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If Delta wanted to do so, it could easily fly from Salt Lake City to Guam or American Samoa two or three times per week. The Mormon community in Micronesia and the South Pacific is huge.
Jan 22, 2019, 8:05 pm
#41
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ATL carries most of the SA traffic but SLC could be feasible as the west coast hub to SA outside of 1-2 LAX flights for O&D.
GIG / GRU / EZE are all ~6200 so easily within range of the fleet.
Jan 22, 2019, 8:10 pm
#42
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I don't think this is likely. With the JV in place, MEX will be the main South American hub with ATL and LAX continue to have a few nonstops
Jan 22, 2019, 8:12 pm
#43
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I disagree. I was flying out of Washington–Dulles because I had access to the Air France–KLM lounge, which is marginally better than the Sky Club at Washington–Reagan National and certainly better than Baltimore, which lacks a Sky Club. When I fly through Atlanta I almost always go to the Sky Club in the F Terminal because the food is much better than the Sky Club in the B Terminal.
Jan 22, 2019, 9:17 pm
#44
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I disagree. I was flying out of Washington–Dulles because I had access to the Air France–KLM lounge, which is marginally better than the Sky Club at Washington–Reagan National and certainly better than Baltimore, which lacks a Sky Club. When I fly through Atlanta I almost always go to the Sky Club in the F Terminal because the food is much better than the Sky Club in the B Terminal.
Also he was replying to a post about selecting *connections* based on Sky Clubs, whereas your examples are (1) choice of originating airport (2) choice between SCs at the *same* airport, so not dispositive.
But ignoring that and looking just at example 1, when I go to WAS my destination is usually Towson. If the fare is even vaguely the same there is zero chance I am choosing IAD over BWI simply because IAD has a nicer lounge option. (I have certainly flown into or out of IAD or DCA but either because there was an enormous fare difference or I had some reason to be in the DC area before or after heading north)
Jan 23, 2019, 8:46 am
#45
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But ignoring that and looking just at example 1, when I go to WAS my destination is usually Towson. If the fare is even vaguely the same there is zero chance I am choosing IAD over BWI simply because IAD has a nicer lounge option. (I have certainly flown into or out of IAD or DCA but either because there was an enormous fare difference or I had some reason to be in the DC area before or after heading north)