37 Min Connection in ATL; Standby?
Feb 20, 2020, 7:39 am
#48
Join Date: Jul 2015
Location: MCO
Programs: DL PM, UA Silver, Marriott Titanium, Hertz Presidents Circle
Posts: 4,310
On the 753, it has taken me 10 mins from Row 41 (L3 Exit Row) to get off. If I was in the last row, it could easily be 15 mins.
Feb 20, 2020, 7:43 am
#49
FlyerTalk Evangelist
Join Date: Jun 2004
Location: MSP
Programs: DL PM, MM, NR; HH Diamond, Bonvoy LT Gold, Hyatt Explorist, IHG Diamond, others
Posts: 12,159
Feb 20, 2020, 8:12 am
#50
Join Date: Dec 2009
Programs: DL DM
Posts: 262
I think a standalone thread on discussion of Delta RM would be great. My only interest in it is as someone who buys a lot of fares. I've found with a decent knowledge of practices including basics such as advanced purchase requirements, Saturday night stays (still prevalent on regionals), and some of the more advanced tricks like inventory management and dynamic pricing, I can save (mostly my business) several thousand a year.
This is funny. I believe you are accusing me of cherry-picking the one flight on MAR26 that was more expensive for a shorter connection. It is true that only that short layover flight was more than a longer layover option. And I did cherry pick it, but not for that reason. Instead, ATL-CHO is served by all CRJ2s except for the 1x daily 712. By habit, I naturally look at that flight alone if at all possible. But, I agree with your point. If the hypothesis is that RM prices short layovers at a premium, why aren't all the shorter layover priced higher? ATL-CHO isn't a great example though, because of the 1) all regional carriers except for the 1 mainline and 2) limited seats on the CRJ routes. (PS, I checked again today and the 2297/2158 short layover is now at L, how dynamic).
From personal experience, the 5 pm weekday departure from JAX-ATL is usually quite full. So, perhaps the simpler hypothesis is that DL will limit inventory on flights their data show sell out. There's ample evidence for that. That's the 1) fill all seats 2) at the highest price possible motto. Let's switch to JAX-ATL-DCA, which is all mainlines and good frequency, creating lots of options with <4hr ATL connections. Screenshot below are the afternoon options. Without getting into segment inventories of every flight (and ignoring the outlier, the $359 H fare), a trend seems to be that the prime time "evening" flights (after the work day, but not too late) are priced the highest, the Q fare at $289, and DL will offer gradually lower married segment inventory on flights that move one or both flights out of the prime time window. One way to move one or more flights out of prime time is to extend the layover, which would explain the pattern I was seeing but for a different reason. That's the case with the earlier 3:57 pm U fare ($184) which is just under the 4 hr max layover. The other way is to push both flights out of prime time, the case with the other U fare leaving at 7:59 pm (which has #2 shortest duration).
From personal experience, the 5 pm weekday departure from JAX-ATL is usually quite full. So, perhaps the simpler hypothesis is that DL will limit inventory on flights their data show sell out. There's ample evidence for that. That's the 1) fill all seats 2) at the highest price possible motto. Let's switch to JAX-ATL-DCA, which is all mainlines and good frequency, creating lots of options with <4hr ATL connections. Screenshot below are the afternoon options. Without getting into segment inventories of every flight (and ignoring the outlier, the $359 H fare), a trend seems to be that the prime time "evening" flights (after the work day, but not too late) are priced the highest, the Q fare at $289, and DL will offer gradually lower married segment inventory on flights that move one or both flights out of the prime time window. One way to move one or more flights out of prime time is to extend the layover, which would explain the pattern I was seeing but for a different reason. That's the case with the earlier 3:57 pm U fare ($184) which is just under the 4 hr max layover. The other way is to push both flights out of prime time, the case with the other U fare leaving at 7:59 pm (which has #2 shortest duration).
Feb 20, 2020, 4:44 pm
#51
Join Date: Apr 2006
Location: New York
Programs: SPG LT Gold, DL PM 1MM
Posts: 692
I think a standalone thread on discussion of Delta RM would be great. My only interest in it is as someone who buys a lot of fares. I've found with a decent knowledge of practices including basics such as advanced purchase requirements, Saturday night stays (still prevalent on regionals), and some of the more advanced tricks like inventory management and dynamic pricing, I can save (mostly my business) several thousand a year.
This is funny. I believe you are accusing me of cherry-picking the one flight on MAR26 that was more expensive for a shorter connection. It is true that only that short layover flight was more than a longer layover option. And I did cherry pick it, but not for that reason. Instead, ATL-CHO is served by all CRJ2s except for the 1x daily 712. By habit, I naturally look at that flight alone if at all possible. But, I agree with your point. If the hypothesis is that RM prices short layovers at a premium, why aren't all the shorter layover priced higher? ATL-CHO isn't a great example though, because of the 1) all regional carriers except for the 1 mainline and 2) limited seats on the CRJ routes. (PS, I checked again today and the 2297/2158 short layover is now at L, how dynamic).
From personal experience, the 5 pm weekday departure from JAX-ATL is usually quite full. So, perhaps the simpler hypothesis is that DL will limit inventory on flights their data show sell out. There's ample evidence for that. That's the 1) fill all seats 2) at the highest price possible motto. Let's switch to JAX-ATL-DCA, which is all mainlines and good frequency, creating lots of options with <4hr ATL connections. Screenshot below are the afternoon options. Without getting into segment inventories of every flight (and ignoring the outlier, the $359 H fare), a trend seems to be that the prime time "evening" flights (after the work day, but not too late) are priced the highest, the Q fare at $289, and DL will offer gradually lower married segment inventory on flights that move one or both flights out of the prime time window. One way to move one or more flights out of prime time is to extend the layover, which would explain the pattern I was seeing but for a different reason. That's the case with the earlier 3:57 pm U fare ($184) which is just under the 4 hr max layover. The other way is to push both flights out of prime time, the case with the other U fare leaving at 7:59 pm (which has #2 shortest duration).
This is funny. I believe you are accusing me of cherry-picking the one flight on MAR26 that was more expensive for a shorter connection. It is true that only that short layover flight was more than a longer layover option. And I did cherry pick it, but not for that reason. Instead, ATL-CHO is served by all CRJ2s except for the 1x daily 712. By habit, I naturally look at that flight alone if at all possible. But, I agree with your point. If the hypothesis is that RM prices short layovers at a premium, why aren't all the shorter layover priced higher? ATL-CHO isn't a great example though, because of the 1) all regional carriers except for the 1 mainline and 2) limited seats on the CRJ routes. (PS, I checked again today and the 2297/2158 short layover is now at L, how dynamic).
From personal experience, the 5 pm weekday departure from JAX-ATL is usually quite full. So, perhaps the simpler hypothesis is that DL will limit inventory on flights their data show sell out. There's ample evidence for that. That's the 1) fill all seats 2) at the highest price possible motto. Let's switch to JAX-ATL-DCA, which is all mainlines and good frequency, creating lots of options with <4hr ATL connections. Screenshot below are the afternoon options. Without getting into segment inventories of every flight (and ignoring the outlier, the $359 H fare), a trend seems to be that the prime time "evening" flights (after the work day, but not too late) are priced the highest, the Q fare at $289, and DL will offer gradually lower married segment inventory on flights that move one or both flights out of the prime time window. One way to move one or more flights out of prime time is to extend the layover, which would explain the pattern I was seeing but for a different reason. That's the case with the earlier 3:57 pm U fare ($184) which is just under the 4 hr max layover. The other way is to push both flights out of prime time, the case with the other U fare leaving at 7:59 pm (which has #2 shortest duration).
Your new example also shows this for the 2 evening options. The first leg JAX-ATL at 6.59pm has a higher demand than the next 7.59pm departure, not because of people connecting to DCA (they both arrive at the same time) but because there is some other connection out there (e.g., that would be the last one of the day). Nothing to do with short/long connections, just estimated demand for each individual leg in a network.
Basically revenue management has two key tools to work with, 1 breaking it up into fare classes and allocating rules to those fare classes (a lot of rules...) and 2 setting a price for that fare class for every possible origin destination combo the airline wants to sell. (If there is no price for that combo then you go into combining ODs to build a ticket, different story). Then fare classes sell out for one combo, but not for another, but they still use the same capacity to service those OD combinations.