US/Delta Slot and Facility Swap at LGA

[WhatBag?]

Seems like good news. But having two separate terminals in LGA will be fun for our pax. :huh:

You have to remember, we will just have flights to CLT, PHL, DCA, BOS, and ILM...hardly a large connecting flow of passengers. We should work with the Port Authority to place all our flights out of the MAT. Actually, many Shuttle passengers prefer the Marine Air Terminal. FWIW, It has a great history.

 

[usa1]

So I guess Delta takes over ALL the LGA-ORF, LGA-RIC, LGA-CHS, LGA-GSP, type non-stops? Hope this works the way they think it will? DCA is going to be a busy place.

 

[FutureUScapt]

My guess is that all the new flights out of DCA will be express E175s flown by republic, so no gain for us really and piedmont gets screwed in LGA.

Well if you want to believe what they say, they're saying that DCA will see a lot more flights with "dual-class aircraft." Where they plan on getting these aircraft (since only express is being pulled down in LGA) is beyond me. It'd be nice to think they plan on getting more E190s, but I'm sure it will just come from making "adjustments" elsewhere in the system.

 

[usa1]

So is the Club staying or going?

I think you'll see the RDU & GSO clubs go first .......

 

[FutureUScapt]

So is the Club staying or going?

The plan is to eventually have one in Terminal D (Shuttle customers lose out???) , but in the meantime they will share the current one with DL in Terminal C

 

[phllax]

Did any one else notice this tidbit in the Delta release: "Delta plans to begin a nearly $40 million construction project at LaGuardia to connect the current Delta and US Airways main terminals"

Looks like Delta is planning for a very long term future at LGA.

 

[flyJOE]

Revenue wise, it would seem that trading DCA for LGA is a good move. I don't have the figures on what the yields were in LGA before the growth of other LCCs such as JetBlue's build up at JFK and the pressure it put on yields at LGA. Now with Southwest in play at LGA, yields will continuously be under pressure. At DCA, there is very limited LCC competion from AirTran and Spirit and it should remain that way with the limited growth opportunities there for airlines like JetBlue and Southwest.

Coincidentally, AirTran announced they are pulling out of EWR and swapping slots with CO at LGA. AirTran also announced new service today from LGA to DCA, MCO, and IND.

 

[FutureUScapt]

Coincidentally, AirTran announced they are pulling out of EWR and swapping slots with CO at LGA. AirTran also announced new service today from LGA to DCA, MCO, and IND.

Minor correction: They are swapping slots with CO at LGA and DCA. They will be starting LGA-IND/MCO and DCA-MCO (as well as another DCA-ATL flight). They are not starting LGA-DCA.

 

[flyJOE]

Minor correction: They are swapping slots with CO at LGA and DCA. They will be starting LGA-IND/MCO and DCA-MCO (as well as another DCA-ATL flight). They are not starting LGA-DCA.

Thanks, I read the AirTran's PR wrong. Here it is BTW if anybody's interested:
http://finance.yahoo.com/news/AirTran-Airw...ml?x=0&.v=1

Here's the story about AirTran leaving EWR:
http://www.nj.com/news/index.ssf/2009/08/a...ns_to_stop.html

 

[back2CLT]

So is Delta currently flying any of the GRU and NRT routes that it is giving up to US or are they unused authorities? Delta flies GRU from ATL, JFK, and LAX (seasonally) Dropping the seasonal LAX would make sense I suppose. For NRT, I would assume either PDX or SEA gets the cut, or maybe SLC.

 

[ClueByFour]

Revenue wise, it would seem that trading DCA for LGA is a good move. I don't have the figures on what the yields were in LGA before the growth of other LCCs such as JetBlue's build up at JFK and the pressure it put on yields at LGA. Now with Southwest in play at LGA, yields will continuously be under pressure. At DCA, there is very limited LCC competion from AirTran and Spirit and it should remain that way with the limited growth opportunities there for airlines like JetBlue and Southwest.

Airtran is getting more DCA slots, and it's entirely likely that LUV will come into DCA with the F9 deal. Now, that becomes interesting--F9 has the goldmine "beyond perimeter" slots. And a gate. That won't help LUV _inside_ the perimeter without finding more slots.

 

[Furloughd4now]

Meetings all morning in LGA. Isom presided. In a nutshell,

All shuttle to Marine Air Terminal, We ultimately get 3 gates in DL's current terminal. 2 gates for mainline, one for express (the old NWA operation). Rest of D will be DL. Almost all express flying will be gone.

It will be considered "2 operations" at one terminal. where agents, rampers, etc, will bid seperately. All flights will be originators, ie. no connectors...

for now, 3 additional gates to DCA. Extra buses to accomodate until "they figure out a better way".

Scheduled to start Feb-Mar 10 in 2 phases. 2nd phase "should" be finished by this time next year.

 

[metopower]

So is Delta currently flying any of the GRU and NRT routes that it is giving up to US or are they unused authorities? Delta flies GRU from ATL, JFK, and LAX (seasonally) Dropping the seasonal LAX would make sense I suppose. For NRT, I would assume either PDX or SEA gets the cut, or maybe SLC.

Just landing slots in NRT. Should have plenty with the NWA merger.Probably no cuts in service.

 

[usairways85]

So I would imagine US will have other A332 flights out of PHX by the time they start NRT??? Does it make much sense to rotate 2 A332's in/out of PHX, won't they have to be ferried to CLT/PHL for checks?

 

[FutureUScapt]

So is Delta currently flying any of the GRU and NRT routes that it is giving up to US or are they unused authorities? Delta flies GRU from ATL, JFK, and LAX (seasonally) Dropping the seasonal LAX would make sense I suppose. For NRT, I would assume either PDX or SEA gets the cut, or maybe SLC.

DL will not be dropping any routes to Brazil; it will be a transfer.

Per Scott Kirby, the plan is to transfer US' CLT-GIG authority to DL for one of their unrestricted frequencies, to start CLT-GRU. The next step will then be to apply for 7 more frequencies (14 are available in 2010) to use on CLT-GIG.

There may be a period of time where US will only have 7 frequencies in the Brazilian market in which case, it may only serve GRU during that time, fly to GIG as a tag from GRU, or split the 7 frequencies between the two (unlikely IMO).

If the DOJ approves the first part, it shouldn't be that difficult to obtain 7 of the 2010 frequencies, as AA would likely be the only other airline interested in any of them. NK has said they are not interested and DL has far too many seasonally dormant frequencies to make a sound case for being awarded any more.

Airtran is getting more DCA slots, and it's entirely likely that LUV will come into DCA with the F9 deal. Now, that becomes interesting--F9 has the goldmine "beyond perimeter" slots. And a gate. That won't help LUV _inside_ the perimeter without finding more slots.

Actually, WN *shouldn't* get the slots that F9 currently has. When AA purchased TW, TW's beyond-perimeter slot when back to the DOT to be redistributed. That being said, I could easily see a special case being made for WN, even more so after today's announcement.