VC10er From United States of America, joined Feb 2007, 3263 posts, RR: 14 Posted (2 years 9 months 2 weeks 6 days 4 hours ago) and read 3975 times:
With United's flexibility (although I don't know the extent of their ability to send the right ac to match demand) what are their best new options given their already comprehensive network? Will we be seeing more long thin routes to Asia with their upcoming 787 fleet? Are there holes in Europe, Africa, Middle East and deep South America? Which routes will help them compete with either Delta or even Star Alliance partners? I often use their 757's to secondary cities in Europe. Or 3 class 767's out of EWR (like Zurich)
I saw the thread about Cape Verde and wondered with their capital to capital leadership if Brasilia would be high on the list. Or to better compete better with AA and Delta from EWR. I also "could" see more paid First on 3 class birds from NY to big premium and ULH destinations- example: Wall St to HK, FRA, BOM or GRU.
United service today is worth reconsidering, it is surprisingly better and more consistent in recent months.
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RyanairGuru From Australia, joined Oct 2006, 6364 posts, RR: 6
Reply 7, posted (2 years 9 months 2 weeks 6 days 1 hour ago) and read 4003 times:
Long-term I would like to see them de-link MEL. I think that a 787 LAX-MEL would be doable for them, but I certainly am not holding my breath. If that happens at all, it is certainly a long way off.
More realistically, I think we will see greater "optimization" of the current network before organic growth. I simply do not believe that ORD can support F on every route while EWR can only support it on a handful. Once the joint pilot contract comes into force I could see some more sUA heavies going to EWR and IAH and sCO metal moving to ORD and IAD. Routes such as LHR, FRA, ZRH and HKG can probably support F from all of the hubs, while secondary European cities are possibly better served by sCO frames with J only. Eventually I think we will see more of a 50-50 split of the long haul fleet systemwide, rather than all the 2 class frames in sCO hubs and all the 3 class frames in sUA hubs.
With regards to new routes, I think that LatAm should be the focus going forward. The region is growing rapidly, with significant inflows of investment from North America and a newly-mobile middle class driving demand. More secondary cities in Brazil are probably the best place to start.
ManekS From Singapore, joined Oct 2008, 248 posts, RR: 0
Reply 8, posted (2 years 9 months 2 weeks 5 days 23 hours ago) and read 4003 times:
I would like to see UA do a nonstop SFO-SIN service with their 787's. While EWR-SIN might be a better bet, the 787-8 lacks the range needed to operate the route. Besides, UA seem to prefer expanding their Asian operations out of SFO.
With SIA pulling the plug on the EWR and LAX nonstops due to the A340-500's poor economics, UA has an opportunity to woo the bankers and corporate clients who are now looking at one stop options. UA would have no problems filling up a premium cabin to SIN, especially since J is configured with just 36 seats. After all, the 787 was designed to give airlines a chance fly long, thin routes profitably.
Quoting RyanairGuru (Reply 7): Eventually I think we will see more of a 50-50 split of the long haul fleet systemwide, rather than all the 2 class frames in sCO hubs and all the 3 class frames in sUA hubs.
I don't see UA expanding Global First to CLE, DEN, or IAH to do a 50/50 split. While a.net perceived IAH-GIG/LHR/NRT flights could offer F, UA planners haven't been in a rush to send a 3-class plane to those cities as they did EWR-BRU/ZRH. They did upgauge IAH-GIG to a sCO 772, added a 3rd LHR flight on a 2-class sUA 763, and have downgauged the EWR-BRU flight to a sCO 764. Yet, the lone 3-class 772 that does visit IAH is the IAH-HNL flight.
Quoting COSPN (Reply 10): SFO-MNL would be a no brainer..PR has to fuel stop in GUM UA really needs to step it up agianst DL in the MNL market.
Would the Philippine government allow UA to start a LAX/SFO-MNL nonstop flight with the 788 if PR and 5J are not allowed to start new US services because of Cat II? The government could use UA as a ploy in the help to achieve Cat I status.
The journey of life is not based on the accomplishments, but the experience.
And/or adding CGK or KUL as a tag to SFO-TPE. A long time ago UA flew SFO-TPE-BKK. Perhaps a SFO-TPE-KUL or SFO-TPE-CGK flight could help maintain the SFO-TPE flight on a more permanent basis by keeping the loads up?
usdcaguy From United States of America, joined Jan 2004, 1112 posts, RR: 2
Reply 17, posted (2 years 9 months 2 weeks 5 days 14 hours ago) and read 3998 times:
I would say that RDU-SFO is very likely, although RDU-SJC may be more popular with tech firms. How about LAX-GRU/EZE or SFO-GRU/EZE? The West Coast remains poorly served to South America to this day, but I know how challenging it would be to fill planes with enough revenue for those markets. Would LAX-GRU be more feasible for UA than for DL with its West Coast network?
SonomaFlyer From United States of America, joined Apr 2010, 2024 posts, RR: 0
Reply 19, posted (2 years 9 months 2 weeks 5 days 13 hours ago) and read 4000 times:
While there may be a few new domestic routes started, its likely UA's new routes for a while will be on the international front. Though China's economy has cooled somewhat, I expect they will add service to some secondary China markets before long. As for Africa, though South Africa has the largest economy but its unlikely that route will make much $$ for UA given the existing competition unless its was a 788/89 route.
South America - UA can and should increase service from EWR and IAH to South America to take on AA, LAN and DL. There isn't as large of a west coast market but service from either LAX or SFO to Brazil wouldn't be a bad idea.
Given STAR, don't expect new service to AUK anytime soon.
DTWLAX From United States of America, joined Aug 2009, 900 posts, RR: 0
Reply 20, posted (2 years 9 months 2 weeks 5 days 13 hours ago) and read 3999 times:
Quoting ManekS (Reply 8): With SIA pulling the plug on the EWR and LAX nonstops due to the A340-500's poor economics, UA has an opportunity to woo the bankers and corporate clients who are now looking at one stop options. UA would have no problems filling up a premium cabin to SIN, especially since J is configured with just 36 seats.
SQ still offers the 1-stop option to LAX and JFK.
Cannot say about NY, but people who flew nonstop from LAX will switch over to the SQ 1-stop instead of UA. SQ flies the A380 on the route that offers a much better hard and soft product compared to UA.
Viscount724 From Switzerland, joined Oct 2006, 27483 posts, RR: 22
Reply 22, posted (2 years 9 months 2 weeks 5 days 13 hours ago) and read 4003 times:
Quoting AirframeAS (Reply 3): Considering that NZ has a monopoly (why?!) on those routes to the U.S
How much service does a country with a population about the same as metro PHX need? If it was considered a profitable market by other carriers, I'm sure they would be operating. The fact that they aren't seems to indicate they have more profitable ways to use their aircraft.
VC10er From United States of America, joined Feb 2007, 3263 posts, RR: 14
Reply 23, posted (2 years 9 months 2 weeks 5 days 13 hours ago) and read 3999 times:
A few thoughts:
Wow, I didn't know that IAH to GIG went to an sCO 777. That is a lot of capacity! I have always prayed for the old SA)">CO route (EWR/GIG) to come back as I live in both cities. With TAM going away, a 2 class 767 (or 787) would be perfect to fly it. I think GRU needs GF, almost every international airline into GRU has an F cabin, even TAM. GRU is a behemouth "MAJOR" business and even a luxury destination (great shopping and hotels) - and always at least 10+ hours. Brazil's 2013 growth I believe is projected at about 4.5%. As for LAX to GRU, I did the VARIG flight once. For United to connect GRU to SFO then onto Asia (or west coast USA) I wonder why it doesn't work- especially with the size of Brazilians of Japanese roots. The largest pop of Japanese outside Japan.
Why did United pull Moscow? Does anyone know why? A great capital to capital route. From a BRICS standpoint, that is a painful loss.
Last, sure it is great to have a Star partner cover a destination like South African, or New Zealand. But if you book a United flight from JFK to JNB but it's operated by SA, how much of that ticket price goes to UA? Also, for those who are eagerly seeking Global Services status...you MUST be on United metal.
The world is missing love, let's use our flights to spread it!