BOS-LGA Shuttle returns to mainline, DFW-LAX returns

[WorldTraveler]

yesterday, the BOS-LGA leg of the DL Shuttle returned to mainline and also moved into DL's terminal C at LGA, allowing connections from the Shuttle to other flights at LGA.

on weekdays, DL operates 21 roundtrips/day from LGA and JFK to BOS - all on 717s, making it the largest carrier in the market. ON the Shuttle portion alone (from LGA), DL has a 57% passenger share of the BOS-LGA Shuttle based on the most recent data.

On the DCA-LGA leg, which remains on Ejets from the Marine Air Terminal, US has a slight passenger share advantage but DL has higher fares giving it a revenue share advantage.

Today also marks DL's return to the DFW-LAX market with 4 Ejet flights which appear to be heavily booked westbound with lighter loads on the first day from LAX. This traffic pattern would indicate that DL still maintains enough marketing preference to support its current level of flights which are being started in an off-peak period for leisure travel.

 

[jimntx]

Just substitute Delta for Deutschland and sing along.  Sound on!
 
http://www.youtube.com/watch?v=yLHGTJjHXLo

 

[WorldTraveler]

poor Jimmy.

meanwhile, DL's lead in the NE grows.

 

[jcw]

Looks like DL is trying to catch up with AA by flooding the market with capacity

 

[WorldTraveler]

no, DL is creating connecting at LGA which didn't exist.

the reason why DL's RASM is increasing faster than AA's even though DL is adding more capacity on a system level is because DL is putting capacity where it can deliver increased revenue.

AA and DL are in growth modes; UA and WN are at flat to negative capacity.

and of course a subtheme is that returning the LGA-BOS leg to the Shuttle also returns staffing of those flights to DL people.

so, far the freed up capacity from the Ejets is being used for growth in the west - including from LAX and SEA.

with 30 more 717s to be parked by WN at the end of the year before DL is ready to put them in service, DL has no shortage of aircraft available to continue to profitably grow into key markets.

btw, the LAX-LHR flight, at least based on seat maps, has decent bookings, esp. for a new flight starting in an off-peak month.
of course LAXLHR is also a major cargo market and it is certain that DL will get a piece of that market as well.

 

[BABABOOY]

now, if only they can bring  the LGA- DCA shuttle back to mainline.

 

[FrugalFlyerv2.0]

btw, the LAX-LHR flight, at least based on seat maps, has decent bookings, esp. for a new flight starting in an off-peak month.
of course LAXLHR is also a major cargo market and it is certain that DL will get a piece of that market as well.

 
I know you'll come unhinged when you read this and I know this isn't overly scientific, but:
I just did a quick fare search for March 2015:  both DL and AA coach fares range from approx. $1100-$1900 but the dates where the $1100 fare could be found on AA are rare compared to DL.  The price for economy seats on VS is at least $150 higher.  Business class on DL can be had from $5600 (or $7600 on VS).  AAs business class fares range from $6300-$8400.

 

[FrugalFlyerv2.0]

now, if only they can bring  the LGA- DCA shuttle back to mainline.

 
Wouldn't the 717s be the perfect aircraft for DCA-LGA too?

 

[WorldTraveler]

I know you'll come unhinged when you read this and I know this isn't overly scientific, but:
I just did a quick fare search for March 2015:  both DL and AA coach fares range from approx. $1100-$1900 but the dates where the $1100 fare could be found on AA are rare compared to DL.  The price for economy seats on VS is at least $150 higher.  Business class on DL can be had from $5600 (or $7600 on VS).  AAs business class fares range from $6300-$8400.

your observations are certainly valid... but to put the entire market in perspective, AA's average fare in the LAX-LHR is well over $1000 each way. there are clearly discounts offered below those levels you noted and there are connections on both ends that reduce the amount of money that is credited to the LAX-LHR leg.

Still LAX-LHR commands fares for AA that are higher than what it gets in nearly all of AA's transpacific nonstop markets.
 
UA's average fare is lower but still a very healthy number - and in line with what AA gets on many of AA's Asian flights.

Thus, DL really doesn't have to get large numbers of passengers at fairly high fare levels in order to easily make money on the route.
and the bigger motive for DL is to have a presence in one of the largest TATL markets that it didn't serve while also having little disadvantage to AA or UA from LAX or LHR.

 

Wouldn't the 717s be the perfect aircraft for DCA-LGA too?

the BOS-LGA leg of the Shuttle is the larger of the two and DL has more connections south of LGA (which benefits the BOS-LGA leg) that can be sold than they do north of LGA (which would benefit DCA-LGA). also, DCA is an AA/US hub while BOS is predominantly B6. Legacy carriers can attract a certain customer base in a strong LCC market esier than they can build loyalty competing against another legacy (in this case US' DCA hub).


also, there is clearly an issue in this with the Marine Air Terminal lease. DL controls real estate in C, D, and the MAT. They probably could not sustain the MAT if both the LGA-BOS and LGA-DCA legs moved to C and D - and the increased capacity is used to create connections. There is even less connecting opportunities for DL on the LGA-ORD leg since AA and UA offer nonstops to most cities that DL could connect over LGA.

It is possible that DL will upgrade all 3 legs to the 717 eventually and move all flights to Terminals C/D but for now DL is using its much stronger position on BOS-LGA to consolidate its position in the LGA and BOS markets, semothing that would not happen quite as easily with the other 2 markets.

 

[jcw]

So AA a has been running mainline while DL is running regional

So remember as you just rationalized that DZl is connecting BOS to LGA for connections (which I'm not sure who in there right mind would connect in LGA)

When AA adds a flight to LHR to connect hub better you call in flooding the market - it's your double standards at work

 

[topDawg]

Looks like DL is trying to catch up with AA by flooding the market with capacity

pot
 
kettle. 
 
AA is doing the same thing in other market places themselves. (China and happy to watch money burn doing so) 
 

now, if only they can bring  the LGA- DCA shuttle back to mainline.

and LGA-ORD! 
 

 
Wouldn't the 717s be the perfect aircraft for DCA-LGA too?

 
maybe, maybe not. Rumors are floating around that Delta is looking into it. 
 
But BOS-LGA has always been the stronger market for Delta. 

So AA a has been running mainline while DL is running regional

So remember as you just rationalized that DZl is connecting BOS to LGA for connections (which I'm not sure who in there right mind would connect in LGA)

When AA adds a flight to LHR to connect hub better you call in flooding the market - it's your double standards at work

US has been using E90s. Delta didn't have anything in that size so they went with the smaller E75. Now that Delta has a aircraft in the same size range it is going back to mainline with the 717. 

 

[WorldTraveler]

US may have called it mainline but it is simply a slightly longer version of the same plane that DL has been using and flown by mainline crews.

and the reason why US has been able to use a larger aircraft is because the US Shuttle allowed connections years ago... problem is that US has virtually no non-hub flights from LGA or BOS anymore so connecting doesn't do anything for the BOS-LGA let.
US does have a hub at DCA so they can carry connections there but LGA has plenty of nonstops in most markets that US has from DCA.

And even though AA has some non-hub flights from LGA, they are largely south of LGA and the big hangup for AA/US is that AA and US are in separate terminals at LGA - which is precisely why DL is not likely to give up the MAT until it is apparent how the LGA gate situation shakes out. Given that DL holds the key to freeing up any excess gates at LGA, DL isn't likely to move anything if it can keep AA and US separate.

the BOS leg was stronger going back to Pan Am and had to do with the slots they had. now that isn't an issue but DL still retains the BOS-LGA lead... and on that leg Amtrak is less competitive and the BOS market is more business (more wealthy) and less gov't focused

 

[topDawg]

US may have called it mainline but it is simply a slightly longer version of the same plane that DL has been using and flown by mainline crews.
 

that would be what mainline is. E-jet or not Delta still outsourced (or outsources for DCA) the shuttle. US doesn't. DCA/BOS-LGA are E90s and BOS-DCA is 319s. 

 

[WorldTraveler]

I get that... but from a passenger perspective, it is just two sizes of the same aircraft... it is regional for one carrier and mainline for the other.

BTW, DL's traffic statistics for October came out today.

DL added 5.6% more mainline DOMESTIC capacity while shrinking DCI domestic capacity by 5.9%.

DL's mainline domestic traffic increased a whopping 9.4% which sent the LF up by 3 LF points.

The Shuttle may be later in the process of seeing mainline conversions but DL is absolutely leading the industry in adding mainline capacity while shrinking it on the regional carrier system.

And DL also added 4.3% int'l capacity.

and DL managed to get a 3% increase in RASM.

let me know what other legacy carrier matches or beats that level of capacity and RASM growth.

 

[topDawg]

I get that... but from a passenger perspective, it is just two sizes of the same aircraft... it is regional for one carrier and mainline for the other.

BTW, DL's traffic statistics for October came out today.

DL added 5.6% more mainline DOMESTIC capacity while shrinking DCI domestic capacity by 5.9%.

DL's mainline domestic traffic increased a whopping 9.4% which sent the LF up by 3 LF points.

The Shuttle may be later in the process of seeing mainline conversions but DL is absolutely leading the industry in adding mainline capacity while shrinking it on the regional carrier system.

And DL also added 4.3% int'l capacity.

and DL managed to get a 3% increase in RASM.

let me know what other legacy carrier matches or beats that level of capacity and RASM growth.

You really do like posting a bunch of stuff that no one said a word about don't you?