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The Future Of CO At IAH?  
User currently offlineDeltaflyertoo From United States of America, joined Nov 2000, 1656 posts, RR: 1
Posted (5 years 1 week 6 days 4 hours ago) and read 10755 times:

Hi

Just recently completed a roundtrip routing on CO through IAH from LAX to the east coast. I noticed on both my transfers all their flights in the bank seemed to be docked exclusively at the E concourse with a scattering of flights on C. Clearly there is much room to grow during these banks. Does anyone know, when the economy turns around and maybe like 10 years from now if CO plans or wants the massive operation DL has at ATL out of IAH?

71 replies: All unread, showing first 25:
 
User currently offlineFRNT787 From United States of America, joined Sep 2007, 1325 posts, RR: 15
Reply 1, posted (5 years 1 week 6 days 4 hours ago) and read 10724 times:

IAH and EWR are both the largest operations for CO. CO is much smaller than DL, so comparatively, IAH probably already is for CO what ATL is for DL.


"We have a right to fail, because failure makes us grow" --Glenn Beck
User currently offlineGxmAN From United States of America, joined Jan 2009, 93 posts, RR: 0
Reply 2, posted (5 years 1 week 6 days 4 hours ago) and read 10716 times:

It depends on the time of day that you are there. Sometimes B, C, D, & E full of CO planes.


Steve
User currently offlineDeltaL1011man From United States of America, joined Sep 2005, 9577 posts, RR: 14
Reply 3, posted (5 years 1 week 6 days 3 hours ago) and read 10675 times:

you mean 1,000+ flights a day......I would say know. Two reason. 1) CO has a very large hub at EWR and 2) They likely wont be building a large TATL hub at IAH because of EWR.
Delta needs to push a bunch of people via Atlanta to make its TATL/Latin America/South America opps work. IAH doesn't A) have the lacking O/D ATL has and B) have the number or type of flights ATL does. Unless CO plans on running a bunch of TATL flights out of IAH, I wouldn't see why they would grow past(or close) to DL or even AA(DFW is the 2nd largest hub in the world. IIRC around 900 flights a day)



yep.
User currently offlineCODCA09 From United States of America, joined Oct 2009, 155 posts, RR: 0
Reply 4, posted (5 years 1 week 6 days 3 hours ago) and read 10677 times:

CO has grown by leaps and bound in IAH over the years with the new terminal E and now the expanded express gates attached to terminal B. I'm sure as time goes on they will continue to grow IAH even more especially if they merge with UA.

Not to get off topic but if CO and UA merge I'm sure CO management would be the ones in charge of the combined carrier since CO will have a higher market value than UA (Just like HP now runs the combined HP/US) anyway I digress. CO has already given up on DEN once back in 1994/1995. With WN, F9 & UA battling there I'm sure CO would shutdown DEN again and use IAH to flow some of DEN's east west traffic while ORD handles the rest. This would surely cause a serge in operations and passenger volume at IAH.It might not get to the size of ATL or DFW but it could get substantially larger.

[Edited 2009-10-18 20:29:12]

[Edited 2009-10-18 20:30:21]

User currently offlineDrerx7 From United States of America, joined Jun 2000, 5193 posts, RR: 8
Reply 5, posted (5 years 1 week 6 days 3 hours ago) and read 10629 times:

Well - yes and no. The previous posters addressed it well for the most part. Once the economy rebounds a bit you will see them commence the $1.2 billion expansion of Terminal B. The layout will actually move IAH in more of a ATL direction. IAH won't be an ATL type of operation because CO is not as big as DL and CO also has a nice international operation at EWR. DL has forced the evolution of ATL in a manner that the other posters have said.


Third Coast born, means I'm Texas raised
User currently offlineUAL747DEN From United States of America, joined Dec 2003, 2392 posts, RR: 11
Reply 6, posted (5 years 1 week 6 days 3 hours ago) and read 10517 times:



Quoting CODCA09 (Reply 4):
I'm sure as time goes on they will continue to grow IAH even more especially if they merge with UA.

Actually CO and UA merging would be the only thing that I can think of that would make a dramatic dent in CO's IAH traffic. If they were to merge a lot of traffic would move up to DEN from IAH and IAH would be used more as a Southern hub rather than a Mid-American hub. See Below.

Quoting CODCA09 (Reply 4):
CO has already given up on DEN once back in 1994/1995. With WN, F9 & UA battling there I'm sure CO would shutdown DEN again and use IAH to flow some of DEN's east west traffic while ORD handles the rest.

CO has always said that they regret moving out of DEN and letting F9 take over what they once had. When UA was in bankruptcy there was actually plans made between DIA (DEN) and CO for the immediate takeover of the B concourse if United was to shut down or pull out of DEN. A merged UA/CO would move a lot of East/West-West/East flights out of IAH to DEN because it is far better located for these flights. What people on here just don't seem to understand is that DEN was built to be a major connecting hub and it is situated perfectly to do so. There is no better place in America for connections than DEN and the airlines realize this. I would wager my entire savings account on the fact that DEN will always remain a large hub operation to at least a few airlines.



/// UNITED AIRLINES
User currently offlineDrerx7 From United States of America, joined Jun 2000, 5193 posts, RR: 8
Reply 7, posted (5 years 1 week 6 days 2 hours ago) and read 10487 times:



Quoting UAL747DEN (Reply 6):
A merged UA/CO would move a lot of East/West-West/East flights out of IAH to DEN because it is far better located for these flights.

Absolutely not. IAH has tremendous O&D. Nothing would be moved from Continental's HEADQUARTERS in HOUSTON, especially not to DEN. All you would see is a growth of existing markets. Besides, in the a.net supported UA/CO merger scenario you'd see CO the acquiring carrier - there would be no need to move flights around. DEN is perfectly suited for connections but it doesn't have the lucrative O&D that IAH has either.



Third Coast born, means I'm Texas raised
User currently offlineUAL747DEN From United States of America, joined Dec 2003, 2392 posts, RR: 11
Reply 8, posted (5 years 1 week 6 days 1 hour ago) and read 10386 times:



Quoting Drerx7 (Reply 7):
Absolutely not. IAH has tremendous O&D. Nothing would be moved from Continental's HEADQUARTERS in HOUSTON, especially not to DEN. All you would see is a growth of existing markets. Besides, in the a.net supported UA/CO merger scenario you'd see CO the acquiring carrier - there would be no need to move flights around. DEN is perfectly suited for connections but it doesn't have the lucrative O&D that IAH has either.

You couldn't be more wrong. Again CO has proven that they want to be back in DEN and they were willing to make that move during the United bankruptcy. Do you really think that CO was just going to open a hub in DEN to deal with what was already there and leave all of the IAH traffic alone? Having to route all of the Western traffic through IAH is a HUGE disadvantage to CO. They might be able to deal with it right now since the are not too big but if they were to merge with United they would HAVE to figure this out and they would do that by using DEN and it would come at the expense of IAH. Of course CO will always maintain a major presence in IAH and it will continue to be a hub it would just be utilized a little different.

And by the way DEN is the 10th busiest airport in the world while IAH is 16th on the list.



/// UNITED AIRLINES
User currently offlineFlyingSicilian From Italy, joined Mar 2009, 1368 posts, RR: 0
Reply 9, posted (5 years 1 week 6 days 1 hour ago) and read 10344 times:



Quoting UAL747DEN (Reply 8):
And by the way DEN is the 10th busiest airport in the world while IAH is 16th on the list.

That is great, but Houston has two airports, and for International traffic IAH is well beyond DEN.



“Without seeing Sicily it is impossible to understand Italy.Sicily is the key of everything.”-Goethe "Journey to Italy"
User currently offlineUAL747DEN From United States of America, joined Dec 2003, 2392 posts, RR: 11
Reply 10, posted (5 years 1 week 6 days 1 hour ago) and read 10316 times:



Quoting FlyingSicilian (Reply 9):
That is great, but Houston has two airports, and for International traffic IAH is well beyond DEN.

I'm just stating the facts. BUT that doesn't change the fact that DEN is much better situated to be the hub. IAH is way to far South the be a real East/West-West/East hub. And again this comes from the people at CO too so there must be something to it.



/// UNITED AIRLINES
User currently offlineGSP psgr From United States of America, joined Mar 2000, 170 posts, RR: 0
Reply 11, posted (5 years 1 week 6 days ago) and read 10248 times:

As far as international expansion goes, from IAH, I see at least three obvious longhaul routes that we'll probably see once the economy recovers. These are:

1)Munich-Star Hub to Star Hub-obvious enough. Whether it'll be on Lufthansa or Continental is an open question, though something tells me its probably better suited to a CO 762.
2)Madrid-This one has been talked about for awhile even when CO was in SkyTeam. With Spanair on the other end, it's even more logical now.
3)Santiago-Houston now becomes Star's default gateway for South American traffic from North America. Houston is the best positioned of any of the Star hubs, and is especially convenient for Chicago connections. If you look at CO's existing network, it's very comparable to Delta's Atlanta operation, though less convenient to the East Coast.

Beyond these three anything else is less obvious...
Zurich-Star Hub
Aberdeen-with a PrivatAir BBJ?
Barcelona-See Madrid
Brussels-think of SN's Africa operations?
Lisbon-I think it's the only city with a daily flight to Luanda, though whether you can sustain a daily 767 operation based on that alone is highly speculative, maybe a BBJ?
Seoul-A second East Asia destination, maybe operated by OZ?


User currently offlineLAXdude1023 From India, joined Sep 2006, 7702 posts, RR: 25
Reply 12, posted (5 years 1 week 5 days 18 hours ago) and read 9952 times:



Quoting GSP psgr (Reply 11):

I really dont think IAH-MAD is going to be the first on the list of places that IAH would get new service too. Texas doesnt have alot of lucrative O&D to to Spain like it does to alot of other places. The Spanair hub at Madrid is comparatively not all that large. IAH-MAD would have a hard time competing with DFW-MAD especially if AA and IB get ATI.

Im also not convencied of IAH-SCL. The money that is made off of passenger traffic is very meger from both DFW and ATL. IAH would be no exception to that. The real money is from the cargo. That would mean CO would have to go out and try and steal cargo contracts from AA and DL. It also helps AA that they are close partners with LAN.

As for IAH-ICN, I dont see it happening either. KE was partners with CO for many years. KE is also a much bigger and much more expansive carrier. KE had the perfect opprotunity to enter the IAH market when DL left their DFW hub. KE didnt leave leave DFW. Probably because most of the traffic to South Korea from Texas comes from Dallas not Houston. The Korean community and Korean owned businesses are about 2x-3x larger in DFW than Metro Houston.

I think the best possibilities for new service are going to come from LH and LX. Both have larger hubs in ZRH and MUC respectively. I think IAH-ZRH would be a hit. DFW-ZRH was one of AA's best preformers when they partnered with LX, I think CO or LX could make a very good run at IAH-ZRH. LH adding IAH-MUC seems natural to me too.



Stewed...Lewd...Crude...Irreverent...Belligerent
User currently offlineDrerx7 From United States of America, joined Jun 2000, 5193 posts, RR: 8
Reply 13, posted (5 years 1 week 5 days 17 hours ago) and read 9866 times:



Quoting UAL747DEN (Reply 10):
I'm just stating the facts. BUT that doesn't change the fact that DEN is much better situated to be the hub. IAH is way to far South the be a real East/West-West/East hub. And again this comes from the people at CO too so there must be something to it.

Your view of things omits the fact that IAH's purpose is not to be an east/west airport only. IAH could support those flights to either coast without connection traffic at all - it could be done solely on O&D...something DEN cannot necessarily say seeing as its a smaller market. Yea DEN is busier than IAH, but Houston has two airports, and like the other poster said DEN is no where near IAH in terms of international traffic. Yes, CO wants back into DEN but you'd be totally off base to think that Houston would be the hub that would be castrated...ahem CLE. Besides, what does a shift in East/west traffic mean? If the two carriers merge there would be no need to shift anything. All you would see on continental.com is routings via DEN or IAH. While IAH is way too far south to be a real east west hub - Continental has made it work, besides people will go whichever way the dollar is cheaper etc. So to sum it up the only thing I can say you are spot on about is that CO would like to get back in DEN. Instead of filling up those 753s and 739s to the west coast and east coast with transcon fliers - they can replace them with the lucrative international connection...which DEN has very little of.



Third Coast born, means I'm Texas raised
User currently offlineCODCA09 From United States of America, joined Oct 2009, 155 posts, RR: 0
Reply 14, posted (5 years 1 week 5 days 17 hours ago) and read 9854 times:



Quoting UAL747DEN (Reply 8):
You couldn't be more wrong. Again CO has proven that they want to be back in DEN and they were willing to make that move during the United bankruptcy. Do you really think that CO was just going to open a hub in DEN to deal with what was already there and leave all of the IAH traffic alone?

When CO made plans to acquire DEN in the event of UA's demise WN did not serve DEN yet. At the time F9 would have been the only carrier hubbing at DEN if UA liquidated so there would have been plenty of opportunities for CO to make money taking former high yielding UA passengers. Now that WN and F9 have turned DEN into a behemoth LLC hub yields continue to fall while they are increasing everywhere else in the nation. The passengers UA is flying in DEN now are not paying nearly as much to do so as they were back in 2003 & 2004.

As for CO needing DEN to route east-west traffic if they merged with UA, CO will also be acquiring a hub at ORD if they merged with UA and ORD is a much higher yielding market for locals since it still has very little LLC competition.


User currently offlineCOalways From United States of America, joined Feb 2008, 368 posts, RR: 0
Reply 15, posted (5 years 1 week 5 days 17 hours ago) and read 9827 times:

CO will add some international service from IAH when they recieve the 787 there plenty of past press releases that have stated that CO would like to start TLV, MAD, DXB and China flights so CO i think will luanch some pretty good routes from IAH. CO has a pretty good O/D Market in IAH. Some of those market exist but CO will do fine they competed on alot of markets out of New York with DL and they still serve those markets nonstop out of New York EDI, BOM SNN etc........

User currently offlineSeatback From United States of America, joined Mar 2002, 774 posts, RR: 0
Reply 16, posted (5 years 1 week 5 days 16 hours ago) and read 9714 times:



Quoting CODCA09 (Reply 14):
When CO made plans to acquire DEN in the event of UA's demise WN did not serve DEN yet. At the time F9 would have been the only carrier hubbing at DEN if UA liquidated so there would have been plenty of opportunities for CO to make money taking former high yielding UA passengers. Now that WN and F9 have turned DEN into a behemoth LLC hub yields continue to fall while they are increasing everywhere else in the nation. The passengers UA is flying in DEN now are not paying nearly as much to do so as they were back in 2003 & 2004.



 checkmark   checkmark  (Times have changed since CO wanted back into Den. Remember when AA considered a DEN hub??)

Denver isn't what it used to be. Yields are low and Southwest remains stubbornly committed to the market and F9 is the only one showing a profit in the market and is there to stay.

If UA and CO merged, my guess is that DEN would be the loser. ORD would take northernly connectors, while IAH would take the southernly connectors. A few cities would be screwed (Boise, Spokane...although there is still SFO) but they're already pretty well covered. Denver doesn't have near the O/D that IAH has anyway. Major mammoth hubs in two of the country's largest cities is a nice spot to be in.

A merged UA/CO would allow UA to gracefully retreat or at least pullback..


User currently offlineUnited787 From United States of America, joined May 2005, 2733 posts, RR: 2
Reply 17, posted (5 years 1 week 5 days 16 hours ago) and read 9669 times:



Quoting CODCA09 (Reply 4):
I'm sure as time goes on they will continue to grow IAH even more especially if they merge with UA.

I think we will see an immediate positive impact on IAH next week, even without a merger. Throngs of loyal UA frequent flyers will use CO and IAH when heading south where previous options on *Alliance were limited.

For loyals from LAX and SFO, IAH is on route to the Caribbean and South America and to a lesser extent Central America.

For loyals from DEN and ORD, IAH is convienent to Mexico, Central America, Caribbean and South America.

For loyals from IAD, IAH is convienent to Mexico and to some extent Central America.


The biggest losers here will be:

US since I would bet many people would choose CO over US if everything else was equal.

AA since many ORD based UA loyals have to switch to AA when heading south. Now they can avoid the MIA hell and be more loyal to *Alliance.

DL for obvious reasons...

Of course, UA has a lot to gain from this alliance as well...IAH based CO loyals can now avoid EWR when heading to Europe and use IAD or ORD instead. IAH and EWR based CO loyals will be able to use SFO, LAX and ORD when heading to Asia instead of MSP.


User currently offlineLAXdude1023 From India, joined Sep 2006, 7702 posts, RR: 25
Reply 18, posted (5 years 1 week 5 days 16 hours ago) and read 9650 times:

I think you guys are over indulging what will happen to IAH or DEN with a CO/UA tie up. The short answer is nothing. The roles of the respective hubs wont change.

Quoting United787 (Reply 17):
AA since many ORD based UA loyals have to switch to AA when heading south. Now they can avoid the MIA hell and be more loyal to *Alliance.

AA isnt going to feel any pain by CO switching alliances. Its something that really doesnt affect them at all. AA isnt in Star or Skyteam which are the two alliances involved. We arent going to see a whole bunch of AA flyers in Chicago swith their flying to UA just because CO is now in Star.

Also why would IAH flyers now avoid EWR? Its one of the easiest hubs to tranist in. ORD is the airport people try to avoid, not EWR.

[Edited 2009-10-19 07:47:34]


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User currently offlineDrerx7 From United States of America, joined Jun 2000, 5193 posts, RR: 8
Reply 19, posted (5 years 1 week 5 days 16 hours ago) and read 9645 times:

I agree united787. This could mean bye bye to UAExpress at IAH...hopefully. Starting in DEC UA will have a daily 757 to ORD - currently it operates on Saturdays only - and DEN often is 2 daily 757s amongst smaller birds. Hopefully, we'll see a general upgauge in aircraft from UA at IAH. I'd like to see them start IAH-LAX or add another IAH-SFO flight.


Third Coast born, means I'm Texas raised
User currently offlineAirzim From Zimbabwe, joined Jun 2001, 1221 posts, RR: 1
Reply 20, posted (5 years 1 week 5 days 16 hours ago) and read 9609 times:



Quoting Seatback (Reply 16):
(Times have changed since CO wanted back into Den. Remember when AA considered a DEN hub??)

Denver isn't what it used to be. Yields are low and Southwest remains stubbornly committed to the market and F9 is the only one showing a profit in the market and is there to stay.

If UA and CO merged, my guess is that DEN would be the loser. ORD would take northernly connectors, while IAH would take the southernly connectors. A few cities would be screwed (Boise, Spokane...although there is still SFO) but they're already pretty well covered. Denver doesn't have near the O/D that IAH has anyway. Major mammoth hubs in two of the country's largest cities is a nice spot to be in.

A merged UA/CO would allow UA to gracefully retreat or at least pullback..

You are exactly correct. DEN was a lucrative hub when aircraft had trouble making it across the US without stopping somewhere. However, today UA can support any flight nonstop from ORD, as can CO from IAH. UA's SFO operation can support the limited N/S in the western US and DEN is too far East regardless. Despite what happens with UA/CO, I think it is likely that DEN will become more of a focus city for UA and less of a hub. And contrary to a.net belief, CO does not want DEN, they want SFO.


User currently offlineCba From United States of America, joined Jul 2000, 4531 posts, RR: 3
Reply 21, posted (5 years 1 week 5 days 16 hours ago) and read 9583 times:

In terms of IAH international service, I would anticipate that an IAH-China flight (when the CO 787s are finally delivered). I would think that PVG makes the most sense as it is China's business center, however from a traffic point of view, connecting directly to Air China's PEK hub would likely happen. IAH-India service also makes sense.

It's unfortunate that Emirates and Qatar beat CO to the IAH-Middle East market. CO for now has partnered with Emirates; is there any chance that we could see them brought into *A?


User currently offlineMogandoCI From , joined Dec 1969, posts, RR:
Reply 22, posted (5 years 1 week 5 days 15 hours ago) and read 9554 times:

I don't see how ORD/IAH has to split DEN.

ORD has a huge O&D itself, and the connections are just "icing on the cake." IAH will become the premier Latin America connection point for StarAlliance. Meanwhile, DEN can reach all those ski destinations efficiently while providing a non-congested site for east-west connections.

If you think those hubs are too close and overlapping, just ask LH and their FRA/MUC/BRU/ZRH/GVA/CPH/VIE dilemma  Silly ... and that doesn't even include the fact that Berlin's rise may soon become LH's 3rd hub.

Of course USAirways WILL be the biggest loser. Who wants to deal with PHeLL when EWR is right next door, and service is so much better ?  Embarrassment

I'm always amazed why UA wants to merge with US so much even though it has nothing to offer. Hubs? poorly located (maybe except CLT). Management? Disarray. Fleet? Standard Airbus. Unions? Nightmare. Service? What service? Costs? Highest in industry.


User currently offlineDrerx7 From United States of America, joined Jun 2000, 5193 posts, RR: 8
Reply 23, posted (5 years 1 week 5 days 15 hours ago) and read 9536 times:

In these Star and CO & IAH discussions we always focus on UA/CO. What impact will we see at IAH in regards to US?


Third Coast born, means I'm Texas raised
User currently offlineCubsrule From United States of America, joined May 2004, 23151 posts, RR: 20
Reply 24, posted (5 years 1 week 5 days 15 hours ago) and read 9522 times:



Quoting LAXdude1023 (Reply 12):
Im also not convencied of IAH-SCL. The money that is made off of passenger traffic is very meger from both DFW and ATL. IAH would be no exception to that. The real money is from the cargo. That would mean CO would have to go out and try and steal cargo contracts from AA and DL. It also helps AA that they are close partners with LAN.

Agreed. Chile is well-served, maybe a bit overserved. Even if CO were able to get a decent amount of cargo, there's no way they could attract enough passengers.

Cargo makes marginal routes profitable (and I bet DFW-SCL still isn't one of AA's better South American performers). It does not make routes that are dogs in the passenger cabin make money. That's what all-cargo aircraft are for.

Quoting LAXdude1023 (Reply 18):
Also why would IAH flyers now avoid EWR? Its one of the easiest hubs to tranist in. ORD is the airport people try to avoid, not EWR.

Have a look at this table. As ORD's ontime performance improves as more new runways open, EWR is going to remain stagnant - and at the bottom of the ontime rankings.



I can't decide whether I miss the tulip or the bowling shoe more
25 Airborne1 : I heard from a pilot in the cockpit today that before years end we will hear the merge. They see how well Delta and Northwest are doing now and the go
26 GSP psgr : You're saying that the three major American carriers in Star can't make a single flight to Santiago from the United States work between them?
27 Cubsrule : Yes. The demand isn't there. Santiago is a fantastic city, and I had an absolute blast when I lived there. It is not, however, Sao Paulo or Buenos Ai
28 LAXdude1023 : Im saying that. As Cubs said, the demand is overserved.
29 United787 : I don't see ORD AA loyals necessarily switching to UA but I do see ORD UA loyals, who often had to switch to AA when flying south, be able to be more
30 CODCA09 : Well if a pilot said it than it MUST be true. But in all seriousness CO and UA have made many moves recently that are clear signals a merger is in th
31 Cba : CO and UA are going through all of the basic motions of a merger. In my personal opinion we will eventually see one down the road, but CO management
32 CALMSP : true, but CO only has codeshare with EK out of LHR. Not out of IAH or anywhere else.
33 MasseyBrown : I think there will be a merger only if DL because of its size is considered unstoppable in the corporate contract arena. If ATI/codesharing arrangeme
34 LAXdude1023 : I couldnt agree more. This whole notion that one hub is going to suffer at the expense of another is bogus.
35 Drerx7 : My sentiments exactly. Do you guys see anything larger than 757s between IAH-ORD, IAH-DEN, EWR-ORD, etc?
36 Luckyone : Outside of Houston neither does Continental. Houston obviously is a fantastic market, but it doesn't serve the South very well unless you're going we
37 Seatback : I haven't heard any rumblings of a UA/US hook up in a very long time. However, speaking of, I think you have it backwards. While the labor situation
38 Drerx7 : Not many actually. Because Houston has Latin America on lock. Any cities that it currently serves, internationally especially, are served because of
39 LAXdude1023 : In fairness, IAH-China is quite larger than ATL-China.
40 DeltaL1011man : .........? What did i miss? DL and CO, don't/didn't really codeshare much in NYC. DL will be hurting a little because DL (post DFW hub) used CO to ge
41 Luv08 : With the way UA is downsizing at DEN, with a CO/UA merge I don't see Denver getting more flights from UA. Now with WN and F9 I could see plenty of fli
42 LAXdude1023 : True. IAH is the largest local market in the south to China, followed by DFW, and then ATL. Theres a bit of a gap between DFW and ATL in that reguard
43 United787 : I am thinking more of NW and Asia...which is the biggest component that UA brings to the table. I would imagine that previously, CO loyals going west
44 MogandoCI : NYC-CHI (and perhaps NYC-SFO) will probably be the largest reasons why a merger will be rejected by the DOT. Between the 2 of them, CO/UA will practic
45 Cubsrule : If that's so, why wasn't NW-DL rejected because of DTW-ATL or MSP-NYC?
46 Luckyone : Come again?? Detroit is having a hard time, Memphis is a token presence. The Twin Cities and Salt Lake City are growing cities which are very economi
47 Cba : Well that does depend on a case by case basis. In the UA-CO scenario, their networks are so complimentary (with the CLE/ORD exception... CLE will lik
48 Yellowtail : In terms of passenger net gain / loss ..it is probably close to a wash....
49 CODCA09 : The DOT doesn't reject mergers simply because one carrier will dominate a specific O&D market they tend to get a little testy when the carrier will d
50 DeltaL1011man : It will be IMO the 777 isn't the right aircraft. Not to get off topic but the 787 will be a much better planes for ATL-China and as the market grows(
51 STT757 : PHL is not worth the headache for UA, IAD and EWR are better hubs. AA if they took over US should redevelop PHL to resemble something more like their
52 Seatback : Look guys, one of the reasons why airlines choose to hook-up is that they can maximize operations and synergize networks, i.e. what DL is doing in CV
53 LAXdude1023 : Except for the fact that we arent talking about a small to midsized market. It is a bad example. DEN is way larger than CVG or MEM will ever be. Ther
54 Kiwiandrew : I am glad that somebody is thinking clearly . DEN and IAH do not duplicate as they are completely different hub types suited to completely different
55 Seatback : Maybe I should backup and say, I don't think UA will abandon DEN, but I think in a MERGER, they'll most likely pullback and route through their new f
56 AznMadSci : There has been some additional construction projects going on in C, but for the the most part, E has been a rather efficient terminal at IAH. Further
57 LAXdude1023 : SQ seems to have become to IAH what KE is to DFW. With SQ now serving IAH and with a foot hold in the market, I would not expect to OZ to show up at
58 Avek00 : The short answer is: CO's future at Houston is VERY strong, and about to get stronger with the implementation of joint ventures that will enable CO an
59 DualQual : The Good Food Co located in C on the south arm is an excellent addition. Slightly pricier than some other places in the airport but the food is good
60 MogandoCI : How is UA's IAD hub "sorely lacking" ? PHL has a messy terminal design, prone to baggage lost, and, and a not-so-growing city. Compare that to Washing
61 AznMadSci : I definitely agree with you there. SQ seems to do well with the IAH-SE Asia market. While it would be nice to add OZ to the myriad of tails at IAH, t
62 Deltaflyertoo : Not sure if the poster meant facilities, but IAD is sorely lacking in terms of service compared to what US offers at PHL and CO offers at EWR. Yes th
63 Cubsrule : How many flights does IAD have as compared to PHL and EWR? It's smaller, but not that much smaller.
64 Deltaflyertoo : Cubsrule I just looked up and down and can't find a fact sheet for each, any a.netter have how many daily flights, express and mainline combined for U
65 Cubsrule : PHL is no larger than 500; it's a decent bit smaller than CLT, which is around 550. Nonsense. How many IAD destinations have fewer than 3 daily fligh
66 MKrausIAH : Go to Continental's website, and you can download a PDF document of their company profile. It shows you the exact size and total number of destination
67 HouStrategies : UA IAD 321 departures to 90 destinations, but that's late 2006 data. US PHL 442 departures to 119 destinations (recent fact sheet) CO EWR 412 departur
68 Commavia : I agree with what some other posters have said - I'm not sure where this notion is coming from that in a hypothetical Continental-United merger the co
69 HouStrategies : For those dismissive of IAH as an east-west hub: you're right considering the traditional NE to west coast, but the South and West are the fastest gro
70 Flighty : So they should shut down what is likely a profitable hub, and go over-saturate JFK? Hmmm. Why would they close down a good hub again? And move all th
71 Commavia : Which good hub would that be? Philadelphia is not a good hub in the slightest. In fact, it's a horrific hub. The only thing it has going for it is th
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