Moderators: richierich, ua900, PanAm_DC10, hOMSaR
Regarding AUS-AMS, DL has already applied a permanent destination feed (red line on DL Global Destination Map) between the two cities, with CDG highlighted in red as the next theoretical TATL add, maybe 9-12 months after AMS. Beside BAs 3 yr long successful service of full 789s (ie 744 up-gauge starts in March 2018) on the AUS-LHR route, there's the unseen but highly profitable Cargo opportunity on the AUS to AMS/CDG route. ... One would think AMS is here to stay in some facet post March 2018. But we shall see.
BTW, In addition to the CVG add next spring, PDX, LAS, and SJU will also be added before or around that same time frame. Additionally, rumors exist regarding SJU next spring adding an AMS or CDG service and also an ICN service, with the ICN service tied into the new Korean Air JV. Samsung has a $4 billion chip factory here. It would be quite convenient for AUS High Tech Execs with Asian connects to be able to get to Asia from Central Texas via one stop in SJU, avoiding the bottlenecks (and fortress hub re: SFO) of SFO and LAX. We shall see.
reggiejet wrote:Regarding AUS-AMS, DL has already applied a permanent destination feed (red line on DL Global Destination Map) between the two cities, with CDG highlighted in red as the next theoretical TATL add, maybe 9-12 months after AMS.
reggiejet wrote:BTW, In addition to the CVG add next spring, PDX, LAS, and SJU will also be added before or around that same time frame. Additionally, rumors exist regarding SJU next spring adding an AMS or CDG service and also an ICN service, with the ICN service tied into the new Korean Air JV. Samsung has a $4 billion chip factory here. It would be quite convenient for AUS High Tech Execs with Asian connects to be able to get to Asia from Central Texas via one stop in SJU, avoiding the bottlenecks (and fortress hub re: SFO) of SFO and LAX. We shall see.
reggiejet wrote:Regarding AUS-AMS, DL has already applied a permanent destination feed (red line on DL Global Destination Map) between the two cities, with CDG highlighted in red as the next theoretical TATL add, maybe 9-12 months after AMS. Beside BAs 3 yr long successful service of full 789s (ie 744 up-gauge starts in March 2018) on the AUS-LHR route, there's the unseen but highly profitable Cargo opportunity on the AUS to AMS/CDG route. DASH is an award winning cargo product that DL hangs their proverbial 'we have service that our competitors can't match' hat on and that customers definitely like. In initial new AMS offerings, even aircraft leaving with 80% pax capacity will make good money via cargo carried as a new niche transport market from the Silicon Valley South (Samsung, Dell, Apple, 3M, AMD, Freescale/Motorola, IBM, etc) without the vendor having to move product through IAH or DFW first. Convenient. When AMS was announced as a 'temporary' SXSW TATL foray during this past summer, the credible rumor was that DL wanted to keep the route on a more frequent basis according to J class opportunities already well exploited by BA. GSE Equipment has been shipped here to support wide body operations and the mechanic/TechOps surge and wherehouse build is imminent from what we hear. One would think AMS is here to stay in some facet post March 2018. But we shall see.
reggiejet wrote:BTW, In addition to the CVG add next spring, PDX, LAS, and SJU will also be added before or around that same time frame. Additionally, rumors exist regarding SJU next spring adding an AMS or CDG service and also an ICN service, with the ICN service tied into the new Korean Air JV. Samsung has a $4 billion chip factory here. It would be quite convenient for AUS High Tech Execs with Asian connects to be able to get to Asia from Central Texas via one stop in SJU, avoiding the bottlenecks (and fortress hub re: SFO) of SFO and LAX.
commavia wrote:reggiejet wrote:Regarding AUS-AMS, DL has already applied a permanent destination feed (red line on DL Global Destination Map) between the two cities, with CDG highlighted in red as the next theoretical TATL add, maybe 9-12 months after AMS. Beside BAs 3 yr long successful service of full 789s (ie 744 up-gauge starts in March 2018) on the AUS-LHR route, there's the unseen but highly profitable Cargo opportunity on the AUS to AMS/CDG route. DASH is an award winning cargo product that DL hangs their proverbial 'we have service that our competitors can't match' hat on and that customers definitely like. In initial new AMS offerings, even aircraft leaving with 80% pax capacity will make good money via cargo carried as a new niche transport market from the Silicon Valley South (Samsung, Dell, Apple, 3M, AMD, Freescale/Motorola, IBM, etc) without the vendor having to move product through IAH or DFW first. Convenient. When AMS was announced as a 'temporary' SXSW TATL foray during this past summer, the credible rumor was that DL wanted to keep the route on a more frequent basis according to J class opportunities already well exploited by BA. GSE Equipment has been shipped here to support wide body operations and the mechanic/TechOps surge and wherehouse build is imminent from what we hear. One would think AMS is here to stay in some facet post March 2018. But we shall see.
Right now, Delta has loaded for sale just a handful of opportunistically-scheduled AUS-AMS flights for SXSW. That's it. Maybe Delta has grander visions for AUS-Europe, but I personally question whether the market could support more than - at most - another few weekly flights on top of the BA's highly successful LHR nonstop (soaking up premium demand) and Condor/Norwegian (catering to leisure demand). Nonstop AUS-Europe - on a more than weekly-for-SXSW basis - is going to be really tough for Delta to pry into given the aforementioned lead with local corporate sales that AA (and United, and their JV partners) enjoy.reggiejet wrote:BTW, In addition to the CVG add next spring, PDX, LAS, and SJU will also be added before or around that same time frame. Additionally, rumors exist regarding SJU next spring adding an AMS or CDG service and also an ICN service, with the ICN service tied into the new Korean Air JV. Samsung has a $4 billion chip factory here. It would be quite convenient for AUS High Tech Execs with Asian connects to be able to get to Asia from Central Texas via one stop in SJU, avoiding the bottlenecks (and fortress hub re: SFO) of SFO and LAX.
LAS doesn't seem hard to believe given that, of course, it isn't hard to fill a plane to LAS from just about anywhere in the U.S. (at least for the right price). I do question the yields, though.
PDX I suppose has some local tech traffic, but again I question whether such a purely point-to-point market could profitably support a Delta flight given the existing presence of competitors (Alaska/Southwest) with lower costs and a stronger presence at each end of this route than Delta.
As for SJU, I, too, will assume SJC was meant since AUS-SJU is entirely implausible.
And regarding ICN, I don't question for a second that their is a healthy local market given Samsung and other tech traffic, but I remain skeptical of the ability of AUS to support a nonstop Asia flight at this point.
jplatts wrote:AMA, LBB, MAF, and CRP are all served by AA, UA, and WN but not by DL. In addition, there are many smaller Texas markets are not served by DL or WN, including ABI, BPT, CLL, BRO, LRD, GGG, MFE, TYR, ACT, and SPS. On the other hand, DL does have seasonal nonstop service to HRL from its MSP hub, but no nonstop service to any of its other hubs from HRL.
The lack of DL service to most of the smaller Texas markets is a huge hole for DL since DL serves destinations in Alaska, the Pacific Northwest, the Mountain West, the Upper Midwest, and the Southeast that AA, UA, and WN do not serve, since there is lack of connectivity between the smaller Texas markets not served by DL and the domestic destinations served by DL but not by AA, UA, or WN, since there are customers who are loyal to DL and who prefer to fly on DL over AA or UA, since DL and its SkyTeam alliance partners have nonstop service to the US from a few international destinations that do not have nonstop service to the US on AA, AA's oneworld partners, UA, or UA's Star Alliance partners, and since DL has corporate contracts in hub cities where AA or UA do not have hubs (including ATL, CVG, DTW, MSP, and SLC).
Delta Connection could add nonstop service to some of the smaller Texas markets from AUS in order to fill in this huge hole in the DL network, and the other benefits of DL adding nonstop service from AUS to smaller Texas markets include the following:
- Easier access to Greater Austin from the smaller Texas markets that do not currently have any nonstop service to AUS
- Provides customers in the smaller Texas markets with an additional option for travel to DL's hub and focus cities and vice versa
- Improved DL loyalty in the DL hub and focus city markets where AA and UA do not have hubs, including ATL, BOS, CVG, DTW, MSP, SLC, SEA, and RDU
- Improved connectivity to DL destinations in Alaska, the Pacific Northwest, the Mountain West, the Upper Midwest, and the Southeast from the smaller Texas markets
- Improved competition on air travel between the smaller Texas markets and many of DL's domestic destinations outside of Texas
- Access to international connections on DL, DL's SkyTeam alliance partners, and DL's other codeshare partners
- Gives Aeromexico the ability to connect its customers to the smaller Texas markets through AUS since AM already serves MEX nonstop from AUS and since AM can codeshare with DL on any future DL routes between AUS and smaller Texas markets
tphuang wrote:Exactly, Aa/ba service to lhr has all the advantages: first mover, larger ff base with aa, larger o&d. I can't imagine demand to Amsterdam is anywhere close to London.
tphuang wrote:And I truly wonder how many new hubs or focus cities delta is willing to start where they are battling incumbents with 25% lower cost and they can't get revenue premium on all the routes to non delta hubs.
At least in the case of Seattle and Boston, they are facing off against smaller incumbents. In Austin, they are going up against wn and aa.
william wrote:It would be easier for DL set back up in DFW terminal E. Spirit,which doesn't have a marketing backbone would shrink in an instant giving DL plenty of gates to expand from a focus city to hub.
Jetty wrote:While LHR has many advantages indeed, there’s one it definitely doesn’t have: AMS is better and more conveniently connected to almost any place in Europe, even the UK.
william wrote:jplatts wrote:AMA, LBB, MAF, and CRP are all served by AA, UA, and WN but not by DL. In addition, there are many smaller Texas markets are not served by DL or WN, including ABI, BPT, CLL, BRO, LRD, GGG, MFE, TYR, ACT, and SPS. On the other hand, DL does have seasonal nonstop service to HRL from its MSP hub, but no nonstop service to any of its other hubs from HRL.
The lack of DL service to most of the smaller Texas markets is a huge hole for DL since DL serves destinations in Alaska, the Pacific Northwest, the Mountain West, the Upper Midwest, and the Southeast that AA, UA, and WN do not serve, since there is lack of connectivity between the smaller Texas markets not served by DL and the domestic destinations served by DL but not by AA, UA, or WN, since there are customers who arep loyal to DL and who prefer to fly on DL over AA or UA, since DL and its SkyTeam alliance partners have nonstop service to the US from a few international destinations that do not have nonstop service to the US on AA, AA's oneworld partners, UA, or UA's Star Alliance partners, and since DL has corporate contracts in hub cities where AA or UA do not have hubs (including ATL, CVG, DTW, MSP, and SLC).
Delta Connection could add nonstop service to some of the smaller Texas markets from AUS in order to fill in this huge hole in the DL network, and the other benefits of DL adding nonstop service from AUS to smaller Texas markets include the following:
- Easier access to Greater Austin from the smaller Texas markets that do not currently have any nonstop service to AUS
- Provides customers in the smaller Texas markets with an additional option for travel to DL's hub and focus cities and vice versa
- Improved DL loyalty in the DL hub and focus city markets where AA and UA do not have hubs, including ATL, BOS, CVG, DTW, MSP, SLC, SEA, and RDU
- Improved connectivity to DL destinations in Alaska, the Pacific Northwest, the Mountain West, the Upper Midwest, and the Southeast from the smaller Texas markets
- Improved competition on air travel between the smaller Texas markets and many of DL's domestic destinations outside of Texas
- Access to international connections on DL, DL's SkyTeam alliance partners, and DL's other codeshare partners
- Gives Aeromexico the ability to connect its customers to the smaller Texas markets through AUS since AM already serves MEX nonstop from AUS and since AM can codeshare with DL on any future DL routes between AUS and smaller Texas markets
I admire your optimism, but again with what gates? I don't think many here know just how gate restrained AUS is, even with the addition of 9 gates. What you are requiring would require a finger concourse ( in the master plan) to be built and I am not sure AUS would get behind that for just one customer. The airport board has stated they do not see AUS being a hub airport.
It would be easier for DL set back up in DFW terminal E. Spirit,which doesn't have a marketing backbone would shrink in an instant giving DL plenty of gates to expand from a focus city to hub.
commavia wrote:Jetty wrote:While LHR has many advantages indeed, there’s one it definitely doesn’t have: AMS is better and more conveniently connected to almost any place in Europe, even the UK.
Okay, but that's not much of an advantage for AMS since LHR does offer ample connectivity to just about every market that counts. Does AMS have more flights to more places, arguably with a more convenient connecting experience, than LHR? Yeah, sure. But O&D to Europe from AUS, like almost all U.S. cities, is very much a Pareto situation - the demand is very highly concentrated in a relatively smaller set of markets. And LHR provides "good enough" coverage of all of those markets, not to mention all of the countless connecting options also available to AUS-Europe travelers over multiple other major connecting in the U.S. and Canada.
khowaga wrote:william wrote:jplatts wrote:AMA, LBB, MAF, and CRP are all served by AA, UA, and WN but not by DL. In addition, there are many smaller Texas markets are not served by DL or WN, including ABI, BPT, CLL, BRO, LRD, GGG, MFE, TYR, ACT, and SPS. On the other hand, DL does have seasonal nonstop service to HRL from its MSP hub, but no nonstop service to any of its other hubs from HRL.
The lack of DL service to most of the smaller Texas markets is a huge hole for DL since DL serves destinations in Alaska, the Pacific Northwest, the Mountain West, the Upper Midwest, and the Southeast that AA, UA, and WN do not serve, since there is lack of connectivity between the smaller Texas markets not served by DL and the domestic destinations served by DL but not by AA, UA, or WN, since there are customers who arep loyal to DL and who prefer to fly on DL over AA or UA, since DL and its SkyTeam alliance partners have nonstop service to the US from a few international destinations that do not have nonstop service to the US on AA, AA's oneworld partners, UA, or UA's Star Alliance partners, and since DL has corporate contracts in hub cities where AA or UA do not have hubs (including ATL, CVG, DTW, MSP, and SLC).
Delta Connection could add nonstop service to some of the smaller Texas markets from AUS in order to fill in this huge hole in the DL network, and the other benefits of DL adding nonstop service from AUS to smaller Texas markets include the following:
- Easier access to Greater Austin from the smaller Texas markets that do not currently have any nonstop service to AUS
- Provides customers in the smaller Texas markets with an additional option for travel to DL's hub and focus cities and vice versa
- Improved DL loyalty in the DL hub and focus city markets where AA and UA do not have hubs, including ATL, BOS, CVG, DTW, MSP, SLC, SEA, and RDU
- Improved connectivity to DL destinations in Alaska, the Pacific Northwest, the Mountain West, the Upper Midwest, and the Southeast from the smaller Texas markets
- Improved competition on air travel between the smaller Texas markets and many of DL's domestic destinations outside of Texas
- Access to international connections on DL, DL's SkyTeam alliance partners, and DL's other codeshare partners
- Gives Aeromexico the ability to connect its customers to the smaller Texas markets through AUS since AM already serves MEX nonstop from AUS and since AM can codeshare with DL on any future DL routes between AUS and smaller Texas markets
I admire your optimism, but again with what gates? I don't think many here know just how gate restrained AUS is, even with the addition of 9 gates. What you are requiring would require a finger concourse ( in the master plan) to be built and I am not sure AUS would get behind that for just one customer. The airport board has stated they do not see AUS being a hub airport.
It would be easier for DL set back up in DFW terminal E. Spirit,which doesn't have a marketing backbone would shrink in an instant giving DL plenty of gates to expand from a focus city to hub.
Agreed. I’m not sure there is a market for smaller Texas to Austin that a) WN doesn’t have covered and B) DL didn’t give up on when they closed their hub in DFW. I also don’t necessarily see the wisdom in trying to set up AUS as a connecting point to the rest of the country when DFW and IAH are already set up for that. You need a huge cadre of connecting points to make San Angelo and Abilene viable on a multiple-times-daily basis, and as William says, AUS gate slots are too valuable for that.
As for Mexico, AUS was one of the last Texas markets that AM set up in— they’ve been in SAT, DFW, IAH for years, as well as the cities on the border through their counterparts on the other side - and all of those are stronger Texas to Mexico markets. AM is currently growing the market low and slow, which is what they should be doing in order to keep the route viable.
jplatts wrote:The lack of connectivity to the smaller Texas destinations not served by DL to the destinations in Alaska, the Pacific Northwest, the Mountain West, the Upper Midwest, and the Southeast that are served by DL but not by AA, UA, or WN needs to be addressed.
jplatts wrote:In addition, the Lubbock area is over a 5 hour drive to the closest commercial airports to the Lubbock area that are served by DL (DFW, DAL, OKC, ABQ, ELP), the Amarillo area is almost a 4 hour drive to OKC, the closest commercial airport to the Amarillo area that is served by DL, the Midland/Odessa area is a 4 hour drive to ELP, the closest commercial airport to the Permian Basin that is served by DL, and the Rio Grande Valley is a 3 1/2 to 4 hour drive to SAT, the closest commercial airport to the Rio Grande Valley that has year-round nonstop service on DL.
jplatts wrote:khowaga wrote:william wrote:
I admire your optimism, but again with what gates? I don't think many here know just how gate restrained AUS is, even with the addition of 9 gates. What you are requiring would require a finger concourse ( in the master plan) to be built and I am not sure AUS would get behind that for just one customer. The airport board has stated they do not see AUS being a hub airport.
It would be easier for DL set back up in DFW terminal E. Spirit,which doesn't have a marketing backbone would shrink in an instant giving DL plenty of gates to expand from a focus city to hub.
Agreed. I’m not sure there is a market for smaller Texas to Austin that a) WN doesn’t have covered and B) DL didn’t give up on when they closed their hub in DFW. I also don’t necessarily see the wisdom in trying to set up AUS as a connecting point to the rest of the country when DFW and IAH are already set up for that. You need a huge cadre of connecting points to make San Angelo and Abilene viable on a multiple-times-daily basis, and as William says, AUS gate slots are too valuable for that.
As for Mexico, AUS was one of the last Texas markets that AM set up in— they’ve been in SAT, DFW, IAH for years, as well as the cities on the border through their counterparts on the other side - and all of those are stronger Texas to Mexico markets. AM is currently growing the market low and slow, which is what they should be doing in order to keep the route viable.
I agree that DL could expand out of Terminal E at DFW, even if it does not involve a full hub operation at DFW, by bringing back nonstop service from DFW to at least BOS, SEA, RDU, and the smaller Texas destinations that were served nonstop by DL out of DFW prior to the DFW dehubbing. In addition, DL's partners KE and WS do serve DFW, and DL would be able to connect passengers onto the KE DFW-ICN nonstop and the WS DFW-YYC nonstop if DL adds nonstop service to the smaller Texas destinations from DFW.
DL has no codeshare or interline agreement with AA or WN, and DL also does not sell any flights to Texas destinations that DL doesn't serve on its delta.com website. DL still has a huge hole with lack of DL service to most of the smaller Texas markets, and DL does need to address this hole, even without a full hub operation at a major airport in Texas. The lack of connectivity to the smaller Texas destinations not served by DL to the destinations in Alaska, the Pacific Northwest, the Mountain West, the Upper Midwest, and the Southeast that are served by DL but not by AA, UA, or WN needs to be addressed. In addition, the Lubbock area is over a 5 hour drive to the closest commercial airports to the Lubbock area that are served by DL (DFW, DAL, OKC, ABQ, ELP), the Amarillo area is almost a 4 hour drive to OKC, the closest commercial airport to the Amarillo area that is served by DL, the Midland/Odessa area is a 4 hour drive to ELP, the closest commercial airport to the Permian Basin that is served by DL, and the Rio Grande Valley is a 3 1/2 to 4 hour drive to SAT, the closest commercial airport to the Rio Grande Valley that has year-round nonstop service on DL.
masonh2479 wrote:Here is a question that I have, was the CVG-AUS addition based solely on Allegiant and Frontier doing so, or did Delta have plans to add this service the entire time. I honestly thought Delta was done expanding at CVG.
khowaga wrote:Regarding AUS-AMS, DL has already applied a permanent destination feed (red line on DL Global Destination Map) between the two cities, with CDG highlighted in red as the next theoretical TATL add, maybe 9-12 months after AMS. Beside BAs 3 yr long successful service of full 789s (ie 744 up-gauge starts in March 2018) on the AUS-LHR route, there's the unseen but highly profitable Cargo opportunity on the AUS to AMS/CDG route. ... One would think AMS is here to stay in some facet post March 2018. But we shall see.
We shall. Playing Devil’s Advocate, it is getting down to the wire—BA gave nearly 9 months’ notice of their intention to start service; we’re down to two for the initial AMS flights...BTW, In addition to the CVG add next spring, PDX, LAS, and SJU will also be added before or around that same time frame. Additionally, rumors exist regarding SJU next spring adding an AMS or CDG service and also an ICN service, with the ICN service tied into the new Korean Air JV. Samsung has a $4 billion chip factory here. It would be quite convenient for AUS High Tech Execs with Asian connects to be able to get to Asia from Central Texas via one stop in SJU, avoiding the bottlenecks (and fortress hub re: SFO) of SFO and LAX. We shall see.
Sorry, did you mean SJC? SJU is a long way for an Asia connection...
cvgComair wrote:masonh2479 wrote:Here is a question that I have, was the CVG-AUS addition based solely on Allegiant and Frontier doing so, or did Delta have plans to add this service the entire time. I honestly thought Delta was done expanding at CVG.
DL has been flat or expanding in Cincinnati since the end of 2015. The last big cut came in early 2015 and since then DL has maintained the majority of its schedule. Frontier and Allegiant have driven down fares on all carriers at CVG including Delta, which has sparked massive O&D growth (CVG pax is up 16% YOY). I think this add has been in the works for a while and it seems that DL wants to maintain its #1 position in Cincinnati. Along with adding CVG-AUS, DL increased seats at CVG for its 2018 schedule by ~12% YOY. I don't believe that DL is done adding flights from CVG and I think there is a chance DL could add some more routes back for the summer.
tcfc424 wrote:BA's load factor may be slightly down YOY, but their fares surely have not lessened. In most cases, J fares are 2-3X a 1-stop through DFW. The other unknown is cargo. Given where that aircraft is, there's no way to see it from the terminal, only a ramp rat would likely know how much cargo goes in the hold. I would imagine it is quite full.
TWA772LR wrote:I believe that we'll see AUS-Tokyo over Seoul. Yeah Samsung is there, but Tokyo is like London, LA, and NYC on that it has near-limitless demand to places all over the globe.
masonh2479 wrote:January-November Numbers have been posted for AUS, 12.6million passengers so far!
http://www.austintexas.gov/news/november-2017-passenger-cargo-traffic-austin-bergstrom
ViaAir plans to expand its presence in Austin, with some of its flight crews and maintenance operations eventually being based at Austin-Bergstrom International Airport, Matthew Macri, ViaAir’s vice president of operations, said in the airline’s announcement.
“Austin is an amazing, fast-growing city,” Macri said. “We are thrilled to bring the convenience of direct flights to the markets of Tucson and Oklahoma City as the start of expanded service in the region. We will roll out additional cities throughout (2018) as we hope to be known as Austin’s hometown airline.
dc10lover wrote:I often wonder what is in Austin that traffic is increasing so fast. Are they drawing passengers from San Antonio?
PHOTOSMK wrote:Just to clarify, the city does not choose which carriers use the South Terminal. It's privately operated so airlines can choose on their own whether or not to move there. Frontier Airlines was initially planning to move, but it did not in the end.
PHOTOSMK wrote:While probably not possible, the best idea for AUS's main terminal is to use a system similar to European airports, where airline's can use any check-in counters and gates so that all airline's can maximize their schedules at the airport. The South Terminal is currently doing that. At the main terminal, Alaska Airlines, British Airways, Virgin America, and Air Canada utilize the shared use system. There are currently 5 shared use gates (2, 3, 3A, 13, 25) which all airline's could technically utilize however if all gates were shared use, airlines could easily squeeze in a few more flights into their daily schedules.
PHOTOSMK wrote:As for the East Terminal expansion, I believe there will be four or six gates capable of handling international flights, and so those will all be shared use gates as well.
PHOTOSMK wrote:And about British Airways' upgrade to the 744 in March, it is most likely due to Norwegian entering the market. With more seats available, BA can lower the cost of its tickets and still make as much money as it would have before. I believe there will be a few more premium seats as well on the aircraft, so that is more guaranteed profit for the carrier.
Midwestindy wrote:dc10lover wrote:I often wonder what is in Austin that traffic is increasing so fast. Are they drawing passengers from San Antonio?
Population growth, tech growth, e.t.c. The city grew +19.93% from 2010-2016....
FlyingSicilian wrote:Any chance of jetBlue rethinking making Austin a focus city or small hub in the near/mid-future timeframe? I seem to recall the "focus city" idea thrown around years ago.
ADrum23 wrote:Midwestindy wrote:dc10lover wrote:I often wonder what is in Austin that traffic is increasing so fast. Are they drawing passengers from San Antonio?
Population growth, tech growth, e.t.c. The city grew +19.93% from 2010-2016....
I agree the passenger growth at AUS comes mostly from population and job growth, however (and this is just my opinion looking from a distance, I don't have any numbers), I have to think there are a fair amount of people in San Antonio that drive to Austin to use the airport, considering it has many more options and SAT will likely never catch up because it really isn't able to grow much beyond what they have now.
Austin-San Antonio would have been better off constructing a regional airport IMO, but that ship has long since sailed.
JDawgboy512 wrote:ADrum23 wrote:Midwestindy wrote:
Population growth, tech growth, e.t.c. The city grew +19.93% from 2010-2016....
I agree the passenger growth at AUS comes mostly from population and job growth, however (and this is just my opinion looking from a distance, I don't have any numbers), I have to think there are a fair amount of people in San Antonio that drive to Austin to use the airport, considering it has many more options and SAT will likely never catch up because it really isn't able to grow much beyond what they have now.
Austin-San Antonio would have been better off constructing a regional airport IMO, but that ship has long since sailed.
Several of my friends that live in San Antonio frequently fly out of AUS so yes, we pull in passenger traffic from the SA Metro though I don't have specific numbers.
I don't think that it would have been better constructing a regional airport between the two cities. Maybe 30 to 40 years ago, it might have been reasonable, however Austin had brought the idea up If I remember correctly and San Antonio rejected. Having said that it ended up being the right choice. Our cities may be close together but we are not as close as DFW. Our region is better served with two major airports as opposed to one. IMO San Antonio's best choice would be to eventually build a new airport south of the city which would be outside of ABIA's 90 min drive range which their current airport is within. It would also open up better air access for south Texas.
ADrum23 wrote:I have to think there are a fair amount of people in San Antonio that drive to Austin to use the airport
khowaga wrote:It was in the 90s, I think, but yeah, it was pitched and rejected.
dc10lover wrote:I often wonder what is in Austin that traffic is increasing so fast. Are they drawing passengers from San Antonio?
2travel2know2 wrote:How close is AUS to woo AV to fly SAL-AUS?
Grant that AV hasn't taken former TACA SAL-MSY yet but SAL hub could generate some AUS and MSY traffic as of now.
IMHO, if AV is to fly to AUS, SAT passengers would fly AV from AUS.
JDawgboy512 wrote:I posted this in a different thread but word is the Austin Chamber of Commerce will have a big Delta announcement on Feb 6th.
Let the speculation begin.
khowaga wrote:JDawgboy512 wrote:I posted this in a different thread but word is the Austin Chamber of Commerce will have a big Delta announcement on Feb 6th.
Let the speculation begin.
The airport hasn’t put out a press release about the SkyClub, or about the resumption of CVG, so those will probably be folded into a bigger announcement (I mean, the airport press people announce when there are new trash cans in the terminal, so it’s significant that they haven’t done so yet). Since it’s coming from the chamber, I’d guess the long rumored MX facility will be part of it, since that means the city can promote bringing another new employer to town.
reggiet wrote:khowaga wrote:JDawgboy512 wrote:I posted this in a different thread but word is the Austin Chamber of Commerce will have a big Delta announcement on Feb 6th.
Let the speculation begin.
The airport hasn’t put out a press release about the SkyClub, or about the resumption of CVG, so those will probably be folded into a bigger announcement (I mean, the airport press people announce when there are new trash cans in the terminal, so it’s significant that they haven’t done so yet). Since it’s coming from the chamber, I’d guess the long rumored MX facility will be part of it, since that means the city can promote bringing another new employer to town.
Delta has already put up their own promotion at gate 6 for the sky club. It will uniquely be the only sky club in their entire system with a Sky Deck being located at a non hub, non Focus City station.
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JDawgboy512 wrote:reggiet wrote:khowaga wrote:
The airport hasn’t put out a press release about the SkyClub, or about the resumption of CVG, so those will probably be folded into a bigger announcement (I mean, the airport press people announce when there are new trash cans in the terminal, so it’s significant that they haven’t done so yet). Since it’s coming from the chamber, I’d guess the long rumored MX facility will be part of it, since that means the city can promote bringing another new employer to town.
Delta has already put up their own promotion at gate 6 for the sky club. It will uniquely be the only sky club in their entire system with a Sky Deck being located at a non hub, non Focus City station.
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So I take it that means this upcoming announcement does not have to do with the possibility of Austin becoming a focus city or hub? I'm simply analyzing how you worded your post since you have been shown to know quite a lot about what's happening with Delta at ABIA. You were the first to state that a Skylounge was coming long before there was official confirmation.
JDawgboy512 wrote:reggiet wrote:khowaga wrote:
The airport hasn’t put out a press release about the SkyClub, or about the resumption of CVG, so those will probably be folded into a bigger announcement (I mean, the airport press people announce when there are new trash cans in the terminal, so it’s significant that they haven’t done so yet). Since it’s coming from the chamber, I’d guess the long rumored MX facility will be part of it, since that means the city can promote bringing another new employer to town.
Delta has already put up their own promotion at gate 6 for the sky club. It will uniquely be the only sky club in their entire system with a Sky Deck being located at a non hub, non Focus City station.
IMG_0329.JPG
So I take it that means this upcoming announcement does not have to do with the possibility of Austin becoming a focus city or hub? I'm simply analyzing how you worded your post since you have been shown to know quite a lot about what's happening with Delta at ABIA. You were the first to state that a Skylounge was coming long before there was official confirmation.
reggiet wrote:(In late 2017, AUS was in the running with DEN for Amazons new HQ. Supposedly the lack of an expansive & fluid airport structure was a demerit that contributed to knocking AUS out of contention)
***Seattle upgrades to twice daily in March with a commensurate upgauge in aircraft (mentioned on Deltas news webpage). I’m thinking A321 but can be 739 just as well. Currently 738
***RDU upgauges from RJ900 to 717 in Spring
***In a two year span, there’s been a total transition of austin equip from M90s and regionals to nearly all airbus products with the new IFEs, larger bin space and updated lighting (i.e: Atl - Aus is all A321 now)
. (In late 2017, AUS was in the running with DEN for Amazons new HQ. Supposedly the lack of an expansive & fluid airport structure was a demerit that contributed to knocking AUS out of contention)