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Could Delta Grow SLC?  
User currently offlineflyboy80 From United States of America, joined Jul 2001, 1878 posts, RR: 3
Posted (2 years 11 months 3 weeks 17 hours ago) and read 8218 times:

I always suspected that after the merger there would be a lot of system changes with the "new set" of hubs between NW and DL. Most of the changes or "de-hubbing" has occurred at the expense of CVG and MEM it seems.

It seems logical to me that Delta could expand SLC as a stronger connecting point given its geographic location, and possibly at the expense of MSP.

MSP seems to cater heavily to west coast originating traffic just looking at the schedule, but still remains, I will venture to guess here, as Delta's number two domestic hub? I imgaine it's slightly larger than DTW with mainline traffic.

I imagine the counter argument to this would be that MSP is in many ways like Chicago in that it sits almost in the middle of everything, despite it's further north, however close to DTW which theoretically can serve as a similar connecting point to any of the markets that MSP serves especially east.

SLC on the other hand is almost in the same position DEN is in, and seems like it could support a much larger connecting traffic profile than it currently handles. I was skeptical that eventually SLC would rise above MSP and that Delta would emerge with three strong domestic hubs of SLC, DTW, ATL- MSP, despite the massive operation just seems to sit in the middle of things, and DTW acts as a large international gateway, which suprises me because really couldn't MSP have the same benefit of an international gateway to Asia that DTW has, and provide similar originating if not more domestic traffic to international traffic?

40 replies: All unread, showing first 25:
 
User currently offlineslcdeltarumd11 From United States of America, joined Jan 2004, 3444 posts, RR: 0
Reply 1, posted (2 years 11 months 3 weeks 17 hours ago) and read 8179 times:

Quoting flyboy80 (Thread starter):
couldn't MSP have the same benefit of an international gateway to Asia that DTW has, and provide similar originating if not more domestic traffic to international traffic?

No because DTW has more o&d to those markets because of the auto industry IIRC. I think DTW has alot more premium business traffic too again the auto industry

I think DL is about right sized in the number of flights out of SLC. Its a pretty stable and DL has said time and time again surprising profitable hub. Why mess with success. The terminal cant really handle too much more the peak times are packed as is. Once the new terminals are built and CVG/MEM shrunk then maybe we will see some but DL has been pretty stable on SLC seats wise its clearly not going anywhere or at risk. If anything i am looking for LHR or AMS summer service to start


User currently offlinefjnovak1 From United States of America, joined Apr 2000, 608 posts, RR: 2
Reply 2, posted (2 years 11 months 3 weeks 16 hours ago) and read 8086 times:

SLC does need some new terminal space. I think they probably could support more flights adding spokes in both directions of the hub. Maybe some of the smaller CA stations like SBP, SBA, MRY, etc would be more feasible with places like RDU, CLE, etc getting restored service headed east. DL has trimmed a lot of the secondary markets like ONT to DLC only when that station used to see MD-90's and 738's to SLC and many times early in the day they'd go out full.


Go Blue!!
User currently offlineSESGDL From United States of America, joined Jan 2001, 3474 posts, RR: 10
Reply 3, posted (2 years 11 months 3 weeks 14 hours ago) and read 7802 times:

Quoting slcdeltarumd11 (Reply 1):
I think DTW has alot more premium business traffic too again the auto industry

In terms of service to Asia, absolutely. Domestically, MSP is the stronger hub. O&D-wise and yield-wise.

Quoting flyboy80 (Thread starter):
MSP seems to cater heavily to west coast originating traffic just looking at the schedule, but still remains, I will venture to guess here, as Delta's number two domestic hub? I imgaine it's slightly larger than DTW with mainline traffic.

I imagine the counter argument to this would be that MSP is in many ways like Chicago in that it sits almost in the middle of everything, despite it's further north, however close to DTW which theoretically can serve as a similar connecting point to any of the markets that MSP serves especially east.

SLC on the other hand is almost in the same position DEN is in, and seems like it could support a much larger connecting traffic profile than it currently handles. I was skeptical that eventually SLC would rise above MSP and that Delta would emerge with three strong domestic hubs of SLC, DTW, ATL- MSP, despite the massive operation just seems to sit in the middle of things, and DTW acts as a large international gateway, which suprises me because really couldn't MSP have the same benefit of an international gateway to Asia that DTW has, and provide similar originating if not more domestic traffic to international traffic?

MSP is DL's second largest mainline operation and second largest O&D city, after ATL, of course. MSP also is DL's highest yielding hub and is a larger O&D market than DTW, and is over 50% larger than SLC by O&D. One important metric to guage premium traffic is to look at markets that have first class cabins, MSP has more than 50% more service with aircraft with a first cabin that DTW. So while DTW has more seats, MSP has far more premium capacity, second only to ATL in the DL network. DL would be extremely stupid to let go of one of the few remaining fortress hubs in the US; MSP has high O&D (over 16 million per year), high fares (11th highest in the US), and very little competition. Despite its lack of transocean international service, it maintains year-round service to LHR, CDG, AMS, and NRT. It also has service to a number of Canadian, Mexican, and Caribbean destinations. SLC, while positioned excellently, has marginal O&D and low-fares compared to other hubs. SLC has been unable to support service to many mid-sized markets from SLC: ELP, MKE, CMH, BNA, CLE, PIT, CLT, RDU, FLL, TPA, MIA, YYZ, among others. If SLC can't support service to cities of this size, I fail to see how SLC could go and take that traffic away from MSP and DTW. In the long-term, DL's hubs will be ATL, DTW, MSP, NYC (LGA/JFK), and SLC, in that order, in terms of daily seats and importance. Something drastic would have to occur to change DL's hub makeup.

So, in short, to answer your question. No, I don't see SLC growing at MSP's expense.

Jeremy


User currently offlineslcdeltarumd11 From United States of America, joined Jan 2004, 3444 posts, RR: 0
Reply 4, posted (2 years 11 months 3 weeks 13 hours ago) and read 7715 times:

Quoting SESGDL (Reply 3):
SLC has been unable to support service to many mid-sized markets from SLC

I think some of the SLC cancellations on theses routes was just picking the best ones. SLC does not have unlimited gates or terminal space the two main banks are pretty full which is when these flights would need to be there too. It makes sense to connect the cities with more o&d or are unique and to connect the more eastern ones at the closer hubs. I wouldn't rule some of those out from returning in the future some of them did well in filling the seats.


User currently offlineAADC10 From United States of America, joined Nov 2004, 2088 posts, RR: 0
Reply 5, posted (2 years 11 months 3 weeks 13 hours ago) and read 7634 times:

SLC shrinking is probably more likely. DL now has other larger midwestern hubs so the need for SLC is reduced.

Quoting flyboy80 (Thread starter):
SLC on the other hand is almost in the same position DEN is in, and seems like it could support a much larger connecting traffic profile than it currently handles.

Sure it could but DEN is the fastest shrinking UA hub, since much of its place has been taken by IAH. CLE would probably drop faster out of the UA system but the agreement with the city to pave the way for the merger is propping it up.

At least in the short term, SLC will be squeezed by LAX, MSP and DTW. If we go back to 1998 traffic levels then SLC is a good place to launch RJs all over the place.


User currently offlineSTT757 From United States of America, joined Mar 2000, 16862 posts, RR: 51
Reply 6, posted (2 years 11 months 3 weeks 13 hours ago) and read 7626 times:

Quoting flyboy80 (Thread starter):
It seems logical to me that Delta could expand SLC as a stronger connecting point given its geographic location, and possibly at the expense of MSP.
Quoting flyboy80 (Thread starter):

SLC on the other hand is almost in the same position DEN is in,

Here's the big difference between DEN, SLC and MSP;

# of Fortune 500 companies by State:

Colorado 9
Minnesota 20
Utah 1

Where would you want to expand?



Eastern Air lines flt # 701, EWR-MCO Boeing 757
User currently offlineyellowtail From United States of America, joined Jun 2005, 6129 posts, RR: 2
Reply 7, posted (2 years 11 months 3 weeks 12 hours ago) and read 7544 times:

SLC is ideal for some Central American destinations that are popular with folks from the pacific NW.....SJO, LIR, GUA, BZE weekend service would all work really well.


When in doubt, hold on to your altitude. No-one has ever collided with the sky.
User currently offlinecoronado From United States of America, joined Jun 1999, 1175 posts, RR: 2
Reply 8, posted (2 years 11 months 3 weeks 12 hours ago) and read 7528 times:
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Also it appears that Delta management is realizing what NWA management realized quite a few years back. If you look at the USA and Canada as one continental market, MSP is ideally located as a mid continent North American hub.


The Original Coronado: First CV jet flights RG CV 990 July 1965; DL CV 880 July 1965; Spantax CV990 Feb 1973
User currently offlinePSU.DTW.SCE From United States of America, joined Jan 2002, 7565 posts, RR: 28
Reply 9, posted (2 years 11 months 3 weeks 12 hours ago) and read 7473 times:


Again, many of these routes to SLC are "long and thin" SLC doesn't have the O&D for these cities pairs and the vast majority of connections to major markets can be routed over ATL, DTW, MSP, MEM or CVG. That is a lot of connecting sites to over-fly. Secondly, DL is at the limit of 76 seat RJs and these routes would eat up a lot of aircraft time. Lastly, so yes there are markets that are going to require a double-connection, like anyone flying MIA-ATL-SLC-EUG, but that is such a small number of passenger and I don't even know if any other airline could get you there without a double-connect (or at all).

This question has come up numerous times since the merger and the answer is that each hub has a different role. DL has rebalanced the network, including the roles of SLC & MSP.

In the PMDL network, SLC was DL's West Coast hub. It was used to connect anything to/from the East into smaller markets in the West that couldn't support service to ATL as well as connect pretty much anything west of the Mississippi to/from the West.

In the PMNW network, MSP was NW's primary hub to serve anything west of plains. NW was not a player on the intra-west coast but had a good prescence in the Upper Midwest, connecting the Pacific Northwest, Montana to the Midwest and east. MSP was, and still is a rather unique hub in the traffic flows in supports.

Post-merger, DL now as the ability to use both MSP & SLC to its advantage. Pre-merger, there were a number of "long and thin" routes that DL flew out of SLC that may have worked when fuel was cheaper but don't make sense now with the price of fuel and the ability to connect the majority of passengers over other hubs. Hence, many of the long RJ, CR9, and MD90 routes out of SLC can easily be routed over DTW, MSP, and ATL. See the list of cut cities below.

Same goes for MSP, MSP doesn't necessarily need to have the "long and thin" routes that it used when SLC is much closer.

MSP's role is to support the local O&D, connect the Upper Midwest (west of the Great Lakes & East of the Rockies), access to Canada, and connect medium sized cities from coast-to-coast.

SLC's role is to provide intra-Mountain West connections, and provide connections from major Midwest & East Coast markets into smaller markets in the west. SLC is no longer meant to serve markets like CLE-SLC-LAX (which can easily be CLE-DTW-LAX or CLE-MSP-LAX), instead its meant to be routes like BOS-SLC-FAT for example.

Quoting flyboy80 (Thread starter):
It seems logical to me that Delta could expand SLC as a stronger connecting point given its geographic location, and possibly at the expense of MSP.

In the short term, no one is growing domestically. DL is done for now with rebalancing the network and for now domestic capacity is going to be flat or slightly decreasing.

Quoting flyboy80 (Thread starter):
MSP seems to cater heavily to west coast originating traffic just looking at the schedule, but still remains, I will venture to guess here, as Delta's number two domestic hub? I imgaine it's slightly larger than DTW with mainline traffic.

Not really, however it does really well at connecting the West Coast to smaller and medium-sized cities in the Upper Midwest, and medium sized cities in the Northeast.

Quoting flyboy80 (Thread starter):
I imagine the counter argument to this would be that MSP is in many ways like Chicago in that it sits almost in the middle of everything, despite it's further north, however close to DTW which theoretically can serve as a similar connecting point to any of the markets that MSP serves especially east.

MSP and DTW also serve different roles. There are numerous small and medium sized cities in the Northeast, Mid-Atlantic, and Ohio River valley that lack MSP service. Same goes for the numerous Canadian cities and smaller and mid-sized cities in the plains and Upper Midwest than lack DTW service.

Example is that it doesn't make sense to fly a route like MSP-ABE, for 2 things - 1) longer stage lengths on 50 seat RJs where the economics really deteoriate, 2) DL's self-imposed 750 mile limit on 50 seat RJs thus pushing some of the longer routes from either hub to have a 2-class RJ when if they demand isn't there, doesn't make any sense to fly

Quoting slcdeltarumd11 (Reply 1):
No because DTW has more o&d to those markets because of the auto industry IIRC. I think DTW has alot more premium business traffic too again the auto industry

For the Asian service that is partially true, however DTW is located closer to the major east coast and southeast markets to act as an Asian gateway. Plus the terminal, and the existance that NW has grown over the past 2 decades has lead to what DL had developed today.

Quoting SESGDL (Reply 3):
One important metric to guage premium traffic is to look at markets that have first class cabins, MSP has more than 50% more service with aircraft with a first cabin that DTW. So while DTW has more seats, MSP has far more premium capacity, second only to ATL in the DL network.

That is an interesting metric but some of that is more or less due to the nature of the network - particularly the abundance of routes >750 miles. DTW has a lot more short-hop flights to small and medium sized cities
Quoting SESGDL (Reply 3):
SLC has been unable to support service to many mid-sized markets from SLC: ELP, MKE, CMH, BNA, CLE, PIT, CLT, RDU, FLL, TPA, MIA, YYZ, among others. If SLC can't support service to cities of this size, I fail to see how SLC could go and take that traffic away from MSP and DTW.
User currently offlinemayor From United States of America, joined Mar 2008, 10398 posts, RR: 14
Reply 10, posted (2 years 11 months 3 weeks 8 hours ago) and read 7141 times:

Quoting STT757 (Reply 6):
Here's the big difference between DEN, SLC and MSP;

# of Fortune 500 companies by State:

Colorado 9
Minnesota 20
Utah 1

Where would you want to expand?

And yet, SLC has been a very successful hub for DL ever since the DL/WA merger, with less population and fewer large companies than there are now.



"A committee is a group of the unprepared, appointed by the unwilling, to do the unnecessary"----Fred Allen
User currently offlineSTT757 From United States of America, joined Mar 2000, 16862 posts, RR: 51
Reply 11, posted (2 years 11 months 3 weeks ago) and read 6900 times:

Quoting mayor (Reply 10):
And yet, SLC has been a very successful hub for DL ever since the DL/WA merger, with less population and fewer large companies than there are now.

But would you grow SLC at the expense of MSP which is what the OP was asking, obviously not.



Eastern Air lines flt # 701, EWR-MCO Boeing 757
User currently offlineRWA380 From United States of America, joined Feb 2005, 3207 posts, RR: 5
Reply 12, posted (2 years 11 months 3 weeks ago) and read 6853 times:

Quoting PSU.DTW.SCE (Reply 9):

Couldn't one fly MIA-DEN-EUG or MIA-SFO-EUG on UA, or MIA-SEA-EUG on AS?



AA-AC-AQ-AS-BN-BD-CO-CS-DL-EA-EZ-HA-HP-KL-KN-MP-MW-NK-NW-OO-OZ-PA-PS-QX-RC-RH-RW-SA-TG-TW-UA-US-VS-WA-WC-WN
User currently offlineindiansbucs From Costa Rica, joined May 2007, 151 posts, RR: 0
Reply 13, posted (2 years 11 months 2 weeks 6 days 22 hours ago) and read 6742 times:

Quoting yellowtail (Reply 7):
SLC is ideal for some Central American destinations that are popular with folks from the pacific NW.....SJO, LIR, GUA, BZE weekend service would all work really well.

I would love to see some different DL destinations... but let's face it. Latin America for DL is just like... well... "latin america". They dont care about us. Compared to CO or AA (which they both have at least 5-6 flights a day to different destinations from SJO)... DL has no intentions to grow here at our region. (no more than 2 flights to ATL... if necessary) and it shows... Latin America for DL is just GRU/EZE or something alike if they intend to grow.


User currently offlineDelta2ual From United States of America, joined Dec 2007, 620 posts, RR: 1
Reply 14, posted (2 years 11 months 2 weeks 6 days 22 hours ago) and read 6670 times:

Quoting indiansbucs (Reply 13):
Latin America for DL is just like... well... "latin america". They dont care about us.

DL (mainline) flies to: Belize City, Costa Rica (Liberia and SJO), El Salvador, GUA, Honduras (Roatán, San Pedro Sula, Tegucigalpa), Nicaragua, Panama; plus 8 cities in Mexico, and 11 cities in South America. I would hardly call that "not caring".



From the world's largest airline-to the world's largest airline. Delta2ual
User currently offlineslcdeltarumd11 From United States of America, joined Jan 2004, 3444 posts, RR: 0
Reply 15, posted (2 years 11 months 2 weeks 6 days 13 hours ago) and read 5637 times:

DL has been pretty consistant on SLC, MSP, DTW, JFK, and ATL just all shifting to make the best uses of each city. I don't think any will come at the expense of any others really. They all have their own place and advantage to the network. Those are clearly the hubs that DL plans on keeping for certain.

Now IF CVG and MEM get that that could boost some of the other hubs in number of seats. For example we might see some just a random example im not saying we would but some MEM connecting traffic from Texas, Arkansas, and Louisiana traffic shifted to SLC since its the only hub that really help them going West efficiently and we have already seen DTW gain CVG traffic for another example.


User currently offlineCWAFlyer From United States of America, joined Mar 2005, 669 posts, RR: 1
Reply 16, posted (2 years 11 months 2 weeks 6 days 11 hours ago) and read 5484 times:

Quoting fjnovak1 (Reply 2):
Maybe some of the smaller CA stations like SBP, SBA, MRY, etc would be more feasible places

All of these cities as well as YUM and BFL discontinued service over the last 2-3 years.


User currently offlinemayor From United States of America, joined Mar 2008, 10398 posts, RR: 14
Reply 17, posted (2 years 11 months 2 weeks 6 days 7 hours ago) and read 5278 times:

Quoting slcdeltarumd11 (Reply 15):
For example we might see some just a random example im not saying we would but some MEM connecting traffic from Texas, Arkansas, and Louisiana traffic shifted to SLC since its the only hub that really help them going West efficiently

Now, I could handle seeing some FSM-SLC nonstops instead of out of MEM, but, then again, I have selfish motives  



"A committee is a group of the unprepared, appointed by the unwilling, to do the unnecessary"----Fred Allen
User currently offlineslcdeltarumd11 From United States of America, joined Jan 2004, 3444 posts, RR: 0
Reply 18, posted (2 years 11 months 2 weeks 6 days 6 hours ago) and read 5240 times:

IF MEM gets really slashed DL is gonna have to get LIT, FSM, XNA, SHV, LBB for some examples headed to SLC on CRJ-200s.

Currently Delta still handles alot of that traffic thru MEM thats going west. MSP is far too north and ATL way too far out of the way if your headed West. Unlike CVG for the most part, MEM still has alot of traffic that currently would need some work to reroute if the hub were really to be taken down and those connecting flights dissapear. ATL is perfect for all those type cities for anyone headed East of course but if you headed west its way too far out of the way. MEM is still serving a purpose but if all the connecting cities get cut they are gonna need to get people west. I really doubt they are gonna give up all those customers headed west to American and United some of these cities have pretty high fares. The network will need to get some adjustments all over if CVG (capacity) and MEM are really cranked down even more is all I'm saying and im sure everyone knows that


User currently offlineFlyguy89 From United States of America, joined Feb 2009, 1919 posts, RR: 21
Reply 19, posted (2 years 11 months 2 weeks 5 days 10 hours ago) and read 4812 times:

Quoting slcdeltarumd11 (Reply 18):
Currently Delta still handles alot of that traffic thru MEM thats going west.

I would buy that, but DL has been hacking away at their MEM west coast schedule. I personally don't understand it because this would be the best and most unique role that MEM could fulfill as a hub and yet DL doesn't seem to be doing it, something's just not right with the equation I guess.


User currently offlinePSU.DTW.SCE From United States of America, joined Jan 2002, 7565 posts, RR: 28
Reply 20, posted (2 years 11 months 2 weeks 5 days 9 hours ago) and read 4758 times:

Quoting RWA380 (Reply 12):
Couldn't one fly MIA-DEN-EUG or MIA-SFO-EUG on UA, or MIA-SEA-EUG on AS?

I used those as examples sure, but DL does not have to be everything to everyone. There are routes where demand is so low it isn't even worth going after.

Quoting slcdeltarumd11 (Reply 18):
IF MEM gets really slashed DL is gonna have to get LIT, FSM, XNA, SHV, LBB for some examples headed to SLC on CRJ-200s.

There is no way that DL is going to connect cities like this to SLC. DL will even force connections over existing service (where it exists) at ATL or MSP, or just walk away from trying to provide reasonable westbound service to such destinations. Those would be extremely long and thin routes, and going against DL's self-imposed 750 mile limit on 50 seat RJs. Again, DL doesn't have to be everything to everyone.

Quoting slcdeltarumd11 (Reply 18):
The network will need to get some adjustments all over if CVG (capacity) and MEM are really cranked down even more is all I'm saying and im sure everyone knows that

Of course there will be adjustments. I know it is everyone's favorite hobby on a.net to predict the demise of CVG and MEM, however if history is a lesson DL will graduallly adjust capacity as needed. The wildcard is how much capacity is needed, and how the network will be adjusted to support the LGA slot swap. DL is planning a minor reduction in domestic capacity for next year vs. 2011, but nothing significant. As you and others have said, MEM has a more unique role in the network that does provide for some different traffic flows (albet small) that a more convenient than over ATL. CVG on the other hand as no connections that can't flow over DTW or ATL, except for service for the local O&D


User currently offlineslcdeltarumd11 From United States of America, joined Jan 2004, 3444 posts, RR: 0
Reply 21, posted (2 years 11 months 2 weeks 5 days 9 hours ago) and read 4730 times:

Quoting slcdeltarumd11 (Reply 18):
IF MEM gets really slashed DL is gonna have to get LIT, FSM, XNA, SHV, LBB for some examples headed to SLC on CRJ-200s.

Currently Delta still handles alot of that traffic thru MEM thats going west. MSP is far too north and ATL way too far out of the way if your headed West
Quoting Flyguy89 (Reply 21):
but DL has been hacking away at their MEM west coast schedule

DL does still have enough to make them successful going west and does connect alot of people which is why those are successful still. MEM still has its unique purpose still they are small cities but there are still quite a few and a decent amount of seats. MEM has service to the popular cities to the West that ATL would be too far out of the way. MEM isnt that hacked yet they can connect to all the most popular destinations still Las Vegas, Los Angeles, Salt Lake City, Denver, Phoenix, Seattle, Dallas, Houston, Oklahoma City, St Louis and ATL can take everything to the East.


User currently offlinemayor From United States of America, joined Mar 2008, 10398 posts, RR: 14
Reply 22, posted (2 years 11 months 2 weeks 5 days 9 hours ago) and read 4665 times:

Quoting DTW.SCE" class="quote" target="_blank">PSU.DTW.SCE (Reply 22):
Quoting slcdeltarumd11 (Reply 18):
IF MEM gets really slashed DL is gonna have to get LIT, FSM, XNA, SHV, LBB for some examples headed to SLC on CRJ-200s.

There is no way that DL is going to connect cities like this to SLC. DL will even force connections over existing service (where it exists) at ATL or MSP, or just walk away from trying to provide reasonable westbound service to such destinations. Those would be extremely long and thin routes, and going against DL's self-imposed 750 mile limit on 50 seat RJs. Again, DL doesn't have to be everything to everyone.

I wouldn't think that DL would abandon the idea of any westbound service out of Arkansas from any or all of the three largest population centers in the state in LIT, FSM & XNA if service were to be reduced out of MEM. LIT and XNA have service to ATL, DTW & MSP as well....possibly CVG, too (currently). Right now FSM has 3 flights a day to MEM, always full and probably mostly connecting traffic. AA as 4 flights a day to DFW, also.

Just as a history lesson, in the last 5 or more years, there was indeed service from SLC to XNA and LIT, both routes that used to operate out of DFW before it was downsized as a hub.



"A committee is a group of the unprepared, appointed by the unwilling, to do the unnecessary"----Fred Allen
User currently offlineBoeingGuy From United States of America, joined Dec 2010, 3070 posts, RR: 7
Reply 23, posted (2 years 11 months 2 weeks 4 days 13 hours ago) and read 4285 times:

Quoting CWAFlyer (Reply 16):
All of these cities as well as YUM and BFL discontinued service over the last 2-3 years.

And BLI, YYJ, YKM, SLE, ACV, etc......


User currently offlineslcdeltarumd11 From United States of America, joined Jan 2004, 3444 posts, RR: 0
Reply 24, posted (2 years 11 months 2 weeks 4 days 12 hours ago) and read 4211 times:

If connections are not needed to the smaller cities but mostly to places like SNA, LAX, LAS, PHX, SFO, SEA and PDX they could run them Not during the main banks. SLC has tons of room in the middle of the day if those are the cities needed they could be easily added. Are the cities you think in range of a A319?

25 PSU.DTW.SCE : Another issue with these cities is the competition. There is a ton of competition and lower fares on pretty much any east-west route across the count
26 GQfluffy : CVG, from a business aspect, could probably be absorbed into DTW and ATL. Of course, CVG built those terminals and that new runway for DL, only to get
27 Flyguy89 : The traffic flows it serves can and already pretty much have been absorbed by DTW, but they won't necessarily retain the corporate traffic which, in
28 jmc1975 : According to that argument, US's PHX hub is even more ideal for such service given its more convenient geographical location allowing convenient conn
29 RWA380 : I do miss the widebody flights out of SLC to points in the west. Flew business elite, Intl configured 763 to PDX a few times came in from ATL, was usu
30 Lambertman : None of those means that the area has weathered the economic crisis well. What is the change in unemployment from 2008 to 2011? What is the change in
31 commavia : I definitely think Delta could and would put in 1-2 daily CRJ700s from LIT and XNA to SLC - there is definitely a meaningful westbound market from bo
32 slcdeltarumd11 : I guess since delta is trying to get out of the CRJ-200 long flights that they would want to fly a CR7 on the routes. I really doubt that Delta is gon
33 SESGDL : What destinations is every speaking of that MEM allows westward connections to? If the aforementioned cities of LIT, FSM, XNA, and a few other small
34 Post contains images commavia : Exactly right. Look at the route map on Delta.com of where Delta flies from MEM. The vast majority of the major markets in the 'Deep South' that toda
35 flyguy89 : I was more trying to give a general response to address the general negative assertions he made about the local economy, but the numbers are certainl
36 FlyASAGuy2005 : Id remove BTR and SHV and add JAN.
37 slcdeltarumd11 : LIT, FSM, XNA, SHV, LBB, JAN, BTR, SGF, GLH, ICT are the cities that MEM still helps and SLC can/will probably gain a few of those in the future. Mayb
38 RWA380 : These cites being bantered around like XNA & SHV, in regards to a SLC flight connection instead of using MEM, seems as if there is no consideratio
39 usdcaguy : I agree with this. There are way too many options to connect over DFW/IAH and too many passengers traveling east of the Mississippi for SLC to truly
40 mayor : Just as an FYI, the airport authority in FSM have been thinking of a nonstop route authority to DEN or SLC for quite awhile. Now, I know that this hap
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