WorldTraveler
Corn Field
- Dec 5, 2003
- 21,709
- 10,662
- Banned
- #31
surprisingly, DL's inferior product has allowed it to increase its share of the LGA/JFK market from 20-30% of passengers and 21 to 32% of revenue over the past 5 years while AA's share of both has dropped by 7 points over the same time period. DL is now significantly larger than AA in NYC; revenue statistics since DL's slot swap was completed in July are not yet publicly available but DL's domestic boardings from LGA and JFK are now almost twice as high as AA's.
DL is now operating a half dozen large RJ flights per day between LGA and DFW, hourly weekday service to ORD that has given them about half of the local market revenue that AA has, and has somewhere around a half dozen flights per day scheduled between LGA and MIA by next summer, a market that DL hasn't even been operating a year.
I'm sure LAX will be different, though.
Oh, DL is the largest airline in the RDU market and the largest network carrier at BNA. And WN carries almost twice as many passengers between BNA and LAX as AA at average fares that are within a few percent of AA's even though WN has no first class cabin. Apparently WN's service is of an equally high quality as AA's.
It isn't terribly surprising that DL isn't going to roll over and let AA walk into a market (LAX-RDU) in which DL has carried the majority of passengers and revenue for years and in the process won't mind taking advantage of AA's attempt to start LAX-RDU service to add yet another route in a market where AA has been the dominant carrier for years.
I wouldn't be so quick to claim victory in this little spat just yet.
And DL has added service into JFK-DUB, KE added frequencies into DFW-ICN..... what other routes has AA added that weren't met by a competitive response?
and yet somehow people didn't want to believe me when I said that AA would have a hard time expanding into new markets while other carriers continue to expand into AA's key markets.
And AA has never said they intend to have costs even 1% lower than DL's so I'm not sure where AA fans here or elsewhere think AA will end up in a position where they can start taking back markets that DL has taken from AA.
DL is now operating a half dozen large RJ flights per day between LGA and DFW, hourly weekday service to ORD that has given them about half of the local market revenue that AA has, and has somewhere around a half dozen flights per day scheduled between LGA and MIA by next summer, a market that DL hasn't even been operating a year.
I'm sure LAX will be different, though.
Oh, DL is the largest airline in the RDU market and the largest network carrier at BNA. And WN carries almost twice as many passengers between BNA and LAX as AA at average fares that are within a few percent of AA's even though WN has no first class cabin. Apparently WN's service is of an equally high quality as AA's.
It isn't terribly surprising that DL isn't going to roll over and let AA walk into a market (LAX-RDU) in which DL has carried the majority of passengers and revenue for years and in the process won't mind taking advantage of AA's attempt to start LAX-RDU service to add yet another route in a market where AA has been the dominant carrier for years.
I wouldn't be so quick to claim victory in this little spat just yet.
And DL has added service into JFK-DUB, KE added frequencies into DFW-ICN..... what other routes has AA added that weren't met by a competitive response?
and yet somehow people didn't want to believe me when I said that AA would have a hard time expanding into new markets while other carriers continue to expand into AA's key markets.
And AA has never said they intend to have costs even 1% lower than DL's so I'm not sure where AA fans here or elsewhere think AA will end up in a position where they can start taking back markets that DL has taken from AA.
