BA shows trash yields on LGW-JFK compared to DY. So why would DL be better off? I suspect DL will also get trash yields on LGW-BOS compared to DY. In fact, VS4ever & tphuang have shown us that DL already get trash yields/loads on BOS-LHR. So are they doubling down on their losses?
Neither BA nor DY openly publish yields on a route by route basis, I would say BA have a lower yield than a comparable LHR service but how do we get to DY having a higher yield than BA?
The general consensus on DL on BOS-LHR is that the front of the house was carrying the back because although the overall loads were poor in the past, the front was making up for it. There's never been commentary on trash yields because frankly the only people that know that are the revenue guys at DL, certainly not me, that's for sure. However loads for DL have picked up a bit in recent times and their JV with VS helped mitigate the risks somewhat anyway.
What I have said about DY is that since they started BOS-LGW their loads have been excellent, again no indication of yields, however... once DY moved out OSL and CPH from the BOS rotation and went daily LGW, they have still held up on loads, even running a 344 seat 789 on the route. As I have said in other areas of this site. DY is really in no position to move above daily, and B6 isn't ready, so if DL/VS can see what i see which is LGW running pretty full most of the time for DY, why wouldn't they give this a punt, they did for DUB and at least on the load front has increased the market alongside EI. There's no guarantee of success and I for one am more skeptical of the 2nd daily VS flight competing with BA against this option.
from T-100 data, total flights, total seats, total pax, load %
BOS-LHR - DL (roughly 208-210 seats per flight)
1) 50 10,459 6,042 57.77%
2) 42 8,828 4,631 52.46%
3) 52 10,903 8,290 76.03%
4) 58 12,138 8,364 68.91%
5) 62 12,884 9,258 71.86%
6) 60 12,545 10,910 86.97%
7) 62 12,953 11,504 88.81%
8) 62 12,903 11,684 90.55%
9) 60 12,472 10,206 81.83%
BOS-LHR - VS (270 + per flight)
1) 56 14,752 9,642 65.36%
2) 47 12,852 7,322 56.97%
3) 53 14,496 11,414 78.74%
4) 60 18,480 12,373 66.95%
5) 62 19,096 12,725 66.64%
6) 60 18,304 15,982 87.31%
7) 62 16,808 14,527 86.43%
8) 62 16,032 14,481 90.33%
9) 60 17,080 13,291 77.82%
BOS-LGW - DI (this is YTD, i didn't split the months out for 2018 yet and it's on my other computer, but i think those figures say it all anyway)
493 169,592 155,143 91.48% (315 pax on each and every flight effectively)
Again, this says NOTHING about yields, but as I said, DL is taking the opportunity to give this a go whether it's VS or DL metal, I say more power to them, because in terms of butts on seats, LGW has done very well, the question is.. will DL stimulate a further increase in the market without cannibalizing the good parts of LHR and let's not forget the plan for the DL metal is to increase by going to the 764 at 238 seats over the 210 now. The strategists rightly or wrongly have seen an opportunity here. Time will tell whether it's proven to be a good one or not.
That feeling when you sit at the end of a runway, brakes are released and the raw power takes over. Now that is a thing of beauty and it never gets old.