Midwestindy wrote:tphuang wrote:Midwestindy wrote:
UA at SFO, AA at DCA, DL at LGA, the list goes on, there are plenty of hubs that have been shrunk to fractions of their previous size. It doesn't really say anything about their long-term priorities or their long-term size at those airports, as each airline is fully committed to a large presence at those hubs....
TL;DR, Ex: the fact that AA is not operating STL-DCA right now, says nothing about the long-term future of that route....
WN had to operate more hub/spoke out of necessity, when demand comes back there is no reason to believe p2p would not return. (In fact, virtually every airline became more hub/spoke)
You obviously also have to factor in the overall demand in that airport. No one is likely to expand at SFO in near to medium term. Do I think AA at DCA and DL at LGA might have problems in medium term? Sure I do. If slot waivers go away and business demand does not come back, large slot holders will have big decision on hand. We will see what they chose to hold on to.
I think WN is becomimg more of a hub/spoke airline. That doesn't mean it won't operate P2P. To me, they are building up several large hubs: DEN, HOU, DAL, MDW, BWI, PHX and a few smaller ones like STL/BNA/OAK/ATL. I think reducing transcon flight in favor of connecting through middle of the country is not a short term move.
LAX has clearly climbed the ladder in important to AS in the past few months. That should be obvious.
Things are changing.
AA is not giving up DCA slots, so that's not even a discussion
Nor will DL be giving up LGA slots. DL may not chase business travelers to/from secondary destinations with frequency so hard but they will keep flying to retain slots. (They can pound lower-CASM planes to leisure destinations at the cost of industry yields across of all NYC if needed.) DL's LGA strategy was a decade and $ 4+ Billion in the making - more than JetBlue's entire market capitalization today. LGA will not be sacrificed.