I do wonder about the A330-200 routing plan here.
Someone in the main thread mentioned a few options:
- The plane would do LHR-PDX-HND-PDX-LHR type route (which would require the LHR route to go daily, year round)
- A330-300 replaced on PDX-AMS with -200. That's a significant drop in seats, so I find that tough to imagine.
- DL adds PDX-CDG (which would be perfect for the 200 to route through)
- DL adds PDX-ICN (I am less sure if it would route well through the system there this way)
- DL adds 2nd daily PDX-AMS (seems really unlikely)
So, this is all just complete and utter speculation for 2020. But, if Delta gets the HND-PDX route (and I think everyone expects they will), then some other things likely have to change too.
Really interesting and exciting times for PDX
- Not sure that a.) PDX-LHR can be daily year round, based on the current agreement and b.) the arrival time from LHR would time well to allow a turn to HND. The PDX-LHR flight leaves PDX about 17:15 when it operates, and assuming the plane from LHR isn't on the ground for more than two hours, it would arrive at approx. 15:00. The proposed departure for HND is 14:15, based on the application.
- 2nd daily PDX-AMS? I suppose if Condor and Icelandair left the market, and DL stopped PDX-LHR. But yes...VERY unlikely!
- I don't understand why DL would want to do PDX-CDG...that would seemingly cannibalize the success they are having with PDX-AMS, which IS the only daily nonstop to Europe they have. Why mess with success?
- Maybe PDX-ICN one day, on either KE or DL metal. But that is at least two years out I believe.
Once DL is awarded the HND slot, which I believe they will get, it will be a 110% focus on making that route successful. Increasing demand locally, increasing feed from other DL cities (especially SLC), and expanding the cargo market even further. In the DL application, there is a graph that compares U.S-Japan growth for the SEA, DTW, ATL, and PDX markets. PDX was tops at 38% growth! So the demand is clearly there.
The other discussion that hopefully has already started at the Port of Portland is extending and/or expanding the D concourse. The current projects will further help PDX become an even better airport, and focuses on the 95% of domestic passengers that fly through there each year. They already have light rail, and no additional runways are needed or need to be extended. Once all those projects are done, PDX really needs to have a plan in place to improve the international traveler experience. The current D concourse is early 90s's era, and opened about the same time that UA's E1-E5 remodel was completed and opened in May 1992. But if PoP wants to see continued international growth, and especially seeing more of their current service going year-round, then there needs to be a big investment made. I can't speak for the FIS facility at PDX, but I did walk down to the end of D about two months ago. It's narrow, the Delta sky club is small and resembles more of a hotel lobby, and for the life of me, I can't figure out why all that space is locked up for some security arrangement? Is that FIS?