|Quoting OttoPylit (Reply 13):|
Weren't you the one who, a few months ago, started a thread about how you hate the fact that because you fly into PVD and OMA or someplace like that, that you hate the fares you have to pay for a CRJ? For some reason, I see this "rant" is just a continuation of that. Being that you only focus on DCI is a good indicator of that.
Well since that thread, i did a little more homework, including looking at the past 12 months, and notice how DCI has gotten progressively worse. I continue to support the DL
mainline product. I also left any personal experience out of this one and based it all on the data trends.
As for suggesting my solution to the DCI problem, id gladly discuss any ideas with anyone at DL
willing to listen! Im only 30 min from their HQ
Keep in mind some of these may not be feasible in the short term...
- Limit CRJ-200 flights to those under 2.5 hrs with the exception of "thin" routes such as places like the upper midwest
- Limit CRJ-200 routes that are sucecptable to weight restrictions, esp in markets that can support larger aircraft.
- Limit the # of flights handled by one agent at any time...6 flights out of one gate leads to disaster during IROP because the agent has attention divided 6 different ways, and its really not their fault, but it leads to a lack of information and poor customer service. In addition, while it worked fine when it was EMB-120s but with 6 RJs out of one gate (equivelant of 2 757s) per gate, the narrow concourse and less seating and concessions adds to the inconvenience of flying DCI
- Limit the segregation between DL
mainline and DCI. In the customers eyes they are one in the same. Dont have the DCI baggage in ATL
crammed into one conveyer so people are shoulder to shoulder 4 people deep, while 3 DL
mainline conveyers arent even in use.
- While costly, the entire set up for DCI at ATL
is not properly configured for the DCI usage. The set up at CVG
is rather nice and a set up that provided less up and down stairs and cramped concourses would be desired.
While costly.. my solution...Combine DCI to concourse D, move FL
and everyone else to Conc. C.... for Conc D, make it all ground level boarding,with vaulted ceilings in most areas to compensate for the narrow width. Higher end concessions in the central area and maybe a few restaraunts on a 2nd level in some areas to maximize space.
Granted thats unlikely, but as an aviation consultant, im all about designing and planning facilities for proper use.
- Need to step up 70-90 seat aircraft, hopefully that will occur via the RFP they sent out. These aircraft need to be deployed on the longer routes that once had mainline service in most cases. Again.. the weight restricted CRJ-200s to the northeast have got to go!
- Not this one is really stretching it... but the customer service functions at hubs should be all from the same employee pool. Meaning one day someone can be the gate agent for a 757 full of business pax, and the next day they can be working a CRJ of average joe's to FNT. As mentioned there is too much brand segregation perticularly in ATL
, and it is increasingly frustrating when you pay mainline fares and get DCI service.
Its under the DELTA name and you should get DELTA service!
- As for their route network i dont want to make too many comments/suggestions since i cant see the actual data. But i do feel some markets are getting the shaft more than others. There is no doubt PVD
wouldnt have gone from 1x 75 5x MD88 down to 1x MD88 3x CRJ if it were not for BOS
, despite the fact that many of those who used PVD
did so for a reason! AA
cut back big time and saw their higher tier FFs go to star allaince US/UA who offer 17 mainline there.
Also their regional and georgia airports have had very high DL
loyalty but the recent sharp decline in DCI performance has made it more convenient for those folks to drive to ATL
or other airports. It would be pretty easy for someone like US to come in an offer service from CLT
to places like CSG ABY
and VLD, all of which have seen on time performance sink below 50% on recent occasions. The southeast has been Delta's prime loyalty and they need to be extra cautious they dont loose it with their DCI product.
Well thats it for now... I sure wish DL
was looking for more average pax to analyze their flights and provde feedback, even "ghost rider" employees who travel as a random pax through the DCI network would surely expose some issues. I'll gladly head down to Virginia Ave to share with anyone who wants to discuss!