AA getting 4 gates in LAX T6.
- Thread starter IORFA
- Start date
they would - however wouldn't you want to stop the shuttles and let the customers walk over to TBIT from Term 4/6 - basically with the tunnels open and the new connector you will be able to walk from 6 to TBIT - I was just asking wouldn't it be easierIORFA said:
Of course it's be easier. But then you lose access to a valuable piece of property at LAX that can be in the future traded in for more gate space at the MIdfield Concourse. As it stands now, AA is essentially positioning itself to be the Midfield's sole tennant. The first phase has 11 gates. AA will be able to trade the 10 Eagle gates and one T3 gate and grab the entire phase I to itself, further solidifying and growing its market leading position at LAX.
eolesen
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- Jul 23, 2003
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The TBIT gates are mentioned in the settlement agreement between LAWA and AA which allowed LAWA to tear down pieces of AA's leasehold to make room for the MSC.
It also may be why AA got the T6 gates mentioned at the start of the thread.. AA negotiated first right of refusal whenever gates get turned over to the city. Smart move on AA's part, and it kept them out of DL's hands...
http://clkrep.lacity.org/onlinedocs/2009/09-1590_rpt_bac_6-23-09.pdf
It also may be why AA got the T6 gates mentioned at the start of the thread.. AA negotiated first right of refusal whenever gates get turned over to the city. Smart move on AA's part, and it kept them out of DL's hands...
http://clkrep.lacity.org/onlinedocs/2009/09-1590_rpt_bac_6-23-09.pdf
LDVAviation
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- Feb 29, 2012
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eolesen said:
This is not the first time AA has been offered south-side gates under the terms of that agreement. Previously, AA was offered two to three gates at T5, but declined
You'll note that the terms pertaining to the south-side gates expires in Dec of 2015. I remember thinking recently that AA would never get the chance again.
As to the gates in T6, under the terms of UA's most recent lease amendment, UA planned to cede the gates to LAWA in the near future, provided LAWA had started construction of the MSC. There's more to this part of the story. But suffice it to say we'll probably get a better sense of what the relation of the UA gates at T6 is to the MSC when the AA lease assignment for T6 gates comes before the airport board for approval.
WorldTraveler
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- Dec 5, 2003
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correct and thanks for the moderating voice on the issue. The deal is not about blocking DL from getting the gates but because AA has been involved in a number of interactions with LAWA that have involved AA's own gates and terminal.
DL knew that LAX was gate limited and that is precisely why they chose SEA as a hub. DL will push its LAX facilities as far as it can and has other options to grow at LAX that will become obvious in the near future but this deal is not about AA getting a leg up in acquiring gates from DL because AA's relationship with LAWA goes back long before DL maxed out its LAX gates.
The provision that LAWA made AA does have an end point and also does not involve every gate option at LAX.
UA clearly has to shrink, it has been obvious since the CO merger that they could not profitably support the size of operation they have.
AA should take the unique opportunity they have but LAX is still gate limited and always will be and the size of whatever additional gates that AA gains won't be enough to give any carrier including AA the size necessary to create a size advantage similar to what exists in other true hubs.
DL knew that LAX was gate limited and that is precisely why they chose SEA as a hub. DL will push its LAX facilities as far as it can and has other options to grow at LAX that will become obvious in the near future but this deal is not about AA getting a leg up in acquiring gates from DL because AA's relationship with LAWA goes back long before DL maxed out its LAX gates.
The provision that LAWA made AA does have an end point and also does not involve every gate option at LAX.
UA clearly has to shrink, it has been obvious since the CO merger that they could not profitably support the size of operation they have.
AA should take the unique opportunity they have but LAX is still gate limited and always will be and the size of whatever additional gates that AA gains won't be enough to give any carrier including AA the size necessary to create a size advantage similar to what exists in other true hubs.
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WorldTraveler said:
By my count, AA has the preferential use and/or rights to 34 gates (after the 4 T6 gates are reassigned).
UA has preferential use of 20 gates.
Delta has preferential use of 15 gates.
AA already has a size advantage in number of gates. It will only become more apparent as AA (with LAWA's assistance) works to optimize the use of the numbers it has.
Plus AA will be able to trade in all of it's Eagle gates for Midfield gates in a few years. Midfield construction may begin as early as October. Gate number stays the same, but AA will no longer have regional-only gates. Also, can reactivate closed gate 49B - widebody flights are largely moving to TBIT, so can squeeze it back in. Plus with the bus terminal moving over to the connecter facility, Gate 44 could possibly become a small RJ gate.
35 mainline capable gates by decade end puts AA at a sizeable advantage over everybody else at LAX. Not to mention, with AS gates not fully utilized, little doubt AS will be willing to share with AA.
35 mainline capable gates by decade end puts AA at a sizeable advantage over everybody else at LAX. Not to mention, with AS gates not fully utilized, little doubt AS will be willing to share with AA.
eolesen
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- Jul 23, 2003
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I heard another bit of information on this deal, and apparently it was made public in Jetwire today...
AA and UA are doing a gate swap: AA is giving UA back the gates they sublease in ORD T2, and UA is either transferring their LAX lease to AA or subleasing the gates to AA.
AA and UA are doing a gate swap: AA is giving UA back the gates they sublease in ORD T2, and UA is either transferring their LAX lease to AA or subleasing the gates to AA.
