Any plans to rebuild the UA concourse (C and D gates & UX terminal) at IAD / Dulles?
Mar 3, 2019, 6:48 pm
#376
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Mar 3, 2019, 11:16 pm
#377
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That concourse is never going to be built while the current UA management team is in place.
Last edited by WineCountryUA; Mar 3, 2019 at 11:25 pm Reason: snarky personal comment removed
Mar 4, 2019, 7:15 am
#378
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And for PP holders, that means getting to use the Virgin Atlantic lounge in A the morning, which is certainly nicer than the UC's, even with the reduced F&B before it opens for the VA flights.
Mar 4, 2019, 7:43 am
#380
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It probably has a better chance of being built with this management team as compared to any of the last 20 years which seemed more interested in shrinking IAD than anything else...
Mar 9, 2019, 9:09 am
#381
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Ankit Gupta, vice-president of domestic network planning at the Chicago-based carrier, told investors at an Evercore conference during the week of 4 March that United is considering adding two to four new flight banks at Dulles – an increase that could amount to doubling its current four-bank schedule.
snip
Potter set a new goal for the airport, to handle 30 million annual passengers, before the authority will consider significant new capital investments. This includes the long sought by passengers replacement of "temporary" concourses C and D, which United has used for its hub since the 1980s.
https://www.flightglobal.com/news/ar...15#sf209146363
Also noted the cost per enplanement is down to $17, about $10 less than EWR and the additional flying through IAD has been positive.
But when the target to replace C&D is 30m per year and you’re at 24m, and the only way to get to 30m is for the tenant at C&D to grow significantly while A&B sit under utilized, that feels a bit challenging to achieve.
Haven’t looked at the gate count to see if UA plus *A could fit in to A&B.
snip
Potter set a new goal for the airport, to handle 30 million annual passengers, before the authority will consider significant new capital investments. This includes the long sought by passengers replacement of "temporary" concourses C and D, which United has used for its hub since the 1980s.
https://www.flightglobal.com/news/ar...15#sf209146363
Also noted the cost per enplanement is down to $17, about $10 less than EWR and the additional flying through IAD has been positive.
But when the target to replace C&D is 30m per year and you’re at 24m, and the only way to get to 30m is for the tenant at C&D to grow significantly while A&B sit under utilized, that feels a bit challenging to achieve.
Haven’t looked at the gate count to see if UA plus *A could fit in to A&B.
Mar 9, 2019, 9:22 am
#382
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Ankit Gupta, vice-president of domestic network planning at the Chicago-based carrier, told investors at an Evercore conference during the week of 4 March that United is considering adding two to four new flight banks at Dulles – an increase that could amount to doubling its current four-bank schedule.
snip
Potter set a new goal for the airport, to handle 30 million annual passengers, before the authority will consider significant new capital investments. This includes the long sought by passengers replacement of "temporary" concourses C and D, which United has used for its hub since the 1980s.
https://www.flightglobal.com/news/ar...15#sf209146363
Also noted the cost per enplanement is down to $17, about $10 less than EWR and the additional flying through IAD has been positive.
But when the target to replace C&D is 30m per year and you’re at 24m, and the only way to get to 30m is for the tenant at C&D to grow significantly while A&B sit under utilized, that feels a bit challenging to achieve.
Haven’t looked at the gate count to see if UA plus *A could fit in to A&B.
snip
Potter set a new goal for the airport, to handle 30 million annual passengers, before the authority will consider significant new capital investments. This includes the long sought by passengers replacement of "temporary" concourses C and D, which United has used for its hub since the 1980s.
https://www.flightglobal.com/news/ar...15#sf209146363
Also noted the cost per enplanement is down to $17, about $10 less than EWR and the additional flying through IAD has been positive.
But when the target to replace C&D is 30m per year and you’re at 24m, and the only way to get to 30m is for the tenant at C&D to grow significantly while A&B sit under utilized, that feels a bit challenging to achieve.
Haven’t looked at the gate count to see if UA plus *A could fit in to A&B.
Also the original master plan which I cant find, had 4 midfield terminals with the loop of the aerotrain. Imagine that!
Mar 9, 2019, 9:50 am
#385
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Whenever I've been in A/B for lounges it has seemed relatively empty, as a number of the gates, especially international, seem underused because the carrier may only have 1 or 2 flights a day. Perhaps with careful scheduling, United could use some of these gates. Probably less attractive for domestic connections, because you'd need to take train. But potentially for some of the international flights (arriving and departing) where connections may be not as tight or not important (e.g., late evening arrivals).
Mar 9, 2019, 10:54 am
#386
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Whenever I've been in A/B for lounges it has seemed relatively empty, as a number of the gates, especially international, seem underused because the carrier may only have 1 or 2 flights a day. Perhaps with careful scheduling, United could use some of these gates. Probably less attractive for domestic connections, because you'd need to take train. But potentially for some of the international flights (arriving and departing) where connections may be not as tight or not important (e.g., late evening arrivals).
Also, this decision is kind of skewed toward premium passengers, no? Most passengers in general don’t have lounge access.
Mar 9, 2019, 11:51 am
#387
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Whenever I've been in A/B for lounges it has seemed relatively empty, as a number of the gates, especially international, seem underused because the carrier may only have 1 or 2 flights a day. Perhaps with careful scheduling, United could use some of these gates. Probably less attractive for domestic connections, because you'd need to take train. But potentially for some of the international flights (arriving and departing) where connections may be not as tight or not important (e.g., late evening arrivals).
Mar 9, 2019, 1:14 pm
#388
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That varies on such a case by case basis as well as a day by day basis. Bad weather, which we all know happens way too often thanks to Karl, in SFO could lead to a departure delay. And now you want those passengers (aka me) to transfer from C/D to A/B? On some days I’ll enjoy this decision cause it saves me the trek to the nice lounges, on other days I’ll hate you because my connection became that much worse.
Also, this decision is kind of skewed toward premium passengers, no? Most passengers in general don’t have lounge access.
Mar 9, 2019, 1:47 pm
#389
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not sure how this is different than other hubs. EWR with connections from C to A, or A or sometimes B to C (inbound international), DEN (some flights arriving or departing from A and I thought I saw 1 report from C), or ORD from inbound international (5 to 1/2 - especially no with the ATS down). And of course IAH, where you might have to go between 1 of 4 terminals. I suppose you could argue the bit of a longer walk to the train, but I often take the moon buggies across if I need to transfer now as it often makes it faster.
Mar 9, 2019, 1:56 pm
#390
Join Date: May 2001
Location: IAD
Posts: 6,148
I too love the calmness of the B terminal, but it's pretty silly for 2/3 of passengers at the airport to use the old beat up terminal and the A/B asset end up severely underused. Playing arm chair airport planner it feels like it would make more sense to consolidate A&B airlines (non-Star ones and non-A380 ones) out in a new C terminal that is the right size for their operations.