perimeter restriction at dca
Jul 16, 2008 | 7:21 pm
#16
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One of the original stipulations of the legislation was to give carriers access to DCA who did not have hubs inside the perimeter. Which is why in the original allocation Frontier and the old America West won most of the slots (5/6 IIRC) with TWA winning a single LAX daily. When TWA was taken over by AA the slot went back in the pool and was reallocated to Alaska (who did not apply in the first round) for DCA-SEA just prior to 9/11. So the original 6 slots ended up in the hands of carriers who basically had no presence inside the 1250 perimeter (HP had a small hub in CMH that has been closed down). In the next round of allocations AS won 2 more (SEA & LAX), HP won 1 (PHX), F9 won 1 (DEN), DL won 1 (SLC) and UA won 1 (DEN). The justification for DL and UA was to connect smaller communities in the Rockies to DCA with a single stop. To my knowledge the only carrier that has ever applied for DCA-SFO was US who was promptly shot down for being the majority slot holder at DCA. When HP took over US their slots did not go back up for reallocation, which IMHO was a mistake on the DOT's part. Now the combined carrier has the most slots at DCA and the most beyond-perimeter slots. 
(That is all from memory so pieces may be wrong, please correct me if it is).
(That is all from memory so pieces may be wrong, please correct me if it is).
so WE awarded the slots to people who had no presence in DCA. is a 1 or 2 slot presence at an airpot an efficient use of whatever?
Jul 16, 2008 | 7:35 pm
#17
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Jul 16, 2008 | 7:52 pm
#18
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Jul 17, 2008 | 6:43 am
#20
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either wash or oregon got a flight for patty smith.
Jul 17, 2008 | 12:37 pm
#21
Join Date: Sep 2005
Location: DCA/IAD
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What was started by a Texas Democrat was the increase of the perimeter restriction from 1000 miles to 1250 miles, allowing DFW (and IAH) to be served from DCA.
Jul 18, 2008 | 3:38 pm
#22
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Wikipedia has a section dedicated to the perimeter section (of course, take it with a grain of salt)
Reagan National Airport is subject to a federally mandated perimeter limitation and cannot accommodate flights to cities outside a 1,250 mile radius, with limited exceptions. The U.S. Department of Transportation has issued 24 "beyond-perimeter slot exemptions" which allow specified carriers to operate 12 daily round-trip flights to cities outside the perimeter. These exemptions are allocated as follows:
* US Airways (8 slots operating as 3x Phoenix, 1x Las Vegas)
* Alaska Airlines (6 slots operating as 2x Seattle/Tacoma, 1x Los Angeles)
* Frontier Airlines (6 slots operating as 3x Denver)
* Delta Air Lines (2 slots operating as 1x Salt Lake City)
* United Airlines (2 slots operating as 1x Denver)
In 1999, Senator John McCain of Arizona introduced legislation to remove the 1250-mile perimeter restriction, infuriating local residents concerned about noise and traffic from increased service by larger, long-haul aircraft. McCain argued that the move would improve competition, while critics charged he was supporting the interests of Phoenix, Arizona-based America West Airlines (AWA). In the end the restriction was not lifted, but the FAA was permitted to add additional exemptions, which went not to AWA but to competitor Alaska Airlines. America West (now US Airways) would later gain additional exemptions for non-stop service to Phoenix in 2004.
* US Airways (8 slots operating as 3x Phoenix, 1x Las Vegas)
* Alaska Airlines (6 slots operating as 2x Seattle/Tacoma, 1x Los Angeles)
* Frontier Airlines (6 slots operating as 3x Denver)
* Delta Air Lines (2 slots operating as 1x Salt Lake City)
* United Airlines (2 slots operating as 1x Denver)
In 1999, Senator John McCain of Arizona introduced legislation to remove the 1250-mile perimeter restriction, infuriating local residents concerned about noise and traffic from increased service by larger, long-haul aircraft. McCain argued that the move would improve competition, while critics charged he was supporting the interests of Phoenix, Arizona-based America West Airlines (AWA). In the end the restriction was not lifted, but the FAA was permitted to add additional exemptions, which went not to AWA but to competitor Alaska Airlines. America West (now US Airways) would later gain additional exemptions for non-stop service to Phoenix in 2004.
Jul 18, 2008 | 5:12 pm
#23
Join Date: May 2001
Location: IAD
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Originally Posted by Wikipedia
In the end the restriction was not lifted, but the FAA was permitted to add additional exemptions, which went not to AWA but to competitor Alaska Airlines. America West (now US Airways) would later gain additional exemptions for non-stop service to Phoenix in 2004.
My memory has faded so my original post should also be read with a grain of salt; the original awards were
HP LAS x1
HP PHX x2
N7 (National Airlines) LAS x1
TW LAX x1
F9 DEN x1
Alaska didn't even apply in round 1. Wikipedia's commentary is wrong.
Also TZ applied for DCA-SFO in this round.
Then TWA filed Ch11 and the slots went back up for grabs. Alaska applied and won those to SEA. DOT order here.
Then N7 shut down and their slots were reallocated. DL won them to SLC. DOT order here.
Round 2 saw the following winners:
AS SEA x1
AS LAX x1
F9 DEN x2
HP PHX x1
UA DEN x1
DOT order here.
I refer to roundtrips and not slots in my post btw.
Last edited by whlinder; Jul 24, 2008 at 7:49 am
Jul 19, 2008 | 10:41 am
#24
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Jul 19, 2008 | 2:02 pm
#25
Join Date: Sep 2005
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N7 gave up their slots a little over a month before they shut down in late 2002. They wanted an extension on the suspension of the use-or-lose requirement but were denied. They stopped serving DCA months earlier, can't find the exact date as I saw conflicting info on whether it was right after 9/11 or early 2002. I seem to recall it was early 2002.
Jul 23, 2008 | 12:50 pm
#26
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it would be interesting to see what happened if both F9 and US went under. that's a lot of slots right there. i love DCA...actually came back from SMF last friday on the PHX-DCA flight. very convenient to get my back and get down the metro one stop to braddock road and i'm home. best part was going to DCA, time from walking out my apartment to metro to walking into DCA? 15 minutes. i love it.
Aug 13, 2008 | 3:44 pm
#28
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http://www.mwcog.org/uploads/committ...0604145540.pdf
when trying to search for it, one keeps getting the wright amendment, which deals with screwing dallas love field, and covering AA at dfw, which has nothing to do with the perimeters.
Aug 17, 2008 | 10:08 am
#29
Join Date: May 2004
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Democrats can be hypocrits, too, and I wasn't trying to use this particular situation to pursue a broader agenda of suggesting that the Democrats are better.
Back to the topic at hand, I agree with idea of turning it back into a swamp. If we are really serious about airplane security, the idea of having an airport within spitting distance of the White House, Capitol, and The Pentagon, is just insane. All it takes is one crazy pilot and ...
Aug 18, 2008 | 8:48 am
#30
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I would LOVE for a DCA-SFO flight on UA...seriously, love it.
With the expansion taking place at IAD, and the slashing of airline capacity, I cannot see DCA growing much. It would be nice to weed out some of the smaller US flights - free up some air, decrease delays, etc.
With the expansion taking place at IAD, and the slashing of airline capacity, I cannot see DCA growing much. It would be nice to weed out some of the smaller US flights - free up some air, decrease delays, etc.