Moderators: jsumali2, richierich, ua900, PanAm_DC10, hOMSaR
PHXWRLD wrote:Doug Parker and AA has long neglected their loyal, faithful PHX hub. As soon as Doug gets the boot, which hopefully happens very soon, I think PHX will get what it deserves with flights to many of the cities that work from DFW and LAX such as MAD, CDG, FRA, NRT, and SYD. Especially SYD and NRT need to happen as the market for them was proven 30 years ago when our hometown carrier flew daily 747s to both. Today, the PHX market is much bigger and there would be connections at both ends.
Ishrion wrote:PHXWRLD wrote:Doug Parker and AA has long neglected their loyal, faithful PHX hub. As soon as Doug gets the boot, which hopefully happens very soon, I think PHX will get what it deserves with flights to many of the cities that work from DFW and LAX such as MAD, CDG, FRA, NRT, and SYD. Especially SYD and NRT need to happen as the market for them was proven 30 years ago when our hometown carrier flew daily 747s to both. Today, the PHX market is much bigger and there would be connections at both ends.
That’s kind of ignorant. Does Doug Parker have the say on which routes are operated? That seems like the VP of Networking, Vasu Raja’s job.
Who flew PHX-SYD/NRT? Didn’t America West’s application for PHX-SYD get rejected?
MO11 wrote:Ishrion wrote:PHXWRLD wrote:Doug Parker and AA has long neglected their loyal, faithful PHX hub. As soon as Doug gets the boot, which hopefully happens very soon, I think PHX will get what it deserves with flights to many of the cities that work from DFW and LAX such as MAD, CDG, FRA, NRT, and SYD. Especially SYD and NRT need to happen as the market for them was proven 30 years ago when our hometown carrier flew daily 747s to both. Today, the PHX market is much bigger and there would be connections at both ends.
That’s kind of ignorant. Does Doug Parker have the say on which routes are operated? That seems like the VP of Networking, Vasu Raja’s job.
Who flew PHX-SYD/NRT? Didn’t America West’s application for PHX-SYD get rejected?
HP flew HNL-NGO. There has never been PHX to Tokyo or Sydney.
Ishrion wrote:PHXWRLD wrote:Doug Parker and AA has long neglected their loyal, faithful PHX hub. As soon as Doug gets the boot, which hopefully happens very soon, I think PHX will get what it deserves with flights to many of the cities that work from DFW and LAX such as MAD, CDG, FRA, NRT, and SYD. Especially SYD and NRT need to happen as the market for them was proven 30 years ago when our hometown carrier flew daily 747s to both. Today, the PHX market is much bigger and there would be connections at both ends.
Who flew PHX-SYD/NRT? Didn’t America West’s application for PHX-SYD get rejected?
PHXWRLD wrote:Doug Parker and AA has long neglected their loyal, faithful PHX hub. As soon as Doug gets the boot, which hopefully happens very soon, I think PHX will get what it deserves with flights to many of the cities that work from DFW and LAX such as MAD, CDG, FRA, NRT, and SYD. Especially SYD and NRT need to happen as the market for them was proven 30 years ago when our hometown carrier flew daily 747s to both. Today, the PHX market is much bigger and there would be connections at both ends.
Vctony wrote:PHXWRLD wrote:Doug Parker and AA has long neglected their loyal, faithful PHX hub. As soon as Doug gets the boot, which hopefully happens very soon, I think PHX will get what it deserves with flights to many of the cities that work from DFW and LAX such as MAD, CDG, FRA, NRT, and SYD. Especially SYD and NRT need to happen as the market for them was proven 30 years ago when our hometown carrier flew daily 747s to both. Today, the PHX market is much bigger and there would be connections at both ends.
Honestly I believe both AA and WN have neglected their PHX operations for a while. Both seem to have a static number of daily departures. AA has added destinations but then does things like cutting frequencies to places like SFO and SEA to ridiculously low levels so the overall daily departures doesn't increase. WN has been enamored with DEN as its shiny new toy and may add a frequency here or a destination there but then will easily take away a frequency here or a destination there so overall the operation doesn't really increase. In fact, for non "focus city" destinations east of Texas WN has become really weak. Unfortunately, AA's and WN's presence prevents anyone else from opening up shop so PHX is stuck in a rut where the market can handle more than what the carriers are providing.
PHXWRLD wrote:Doug Parker and AA has long neglected their loyal, faithful PHX hub. As soon as Doug gets the boot, which hopefully happens very soon, I think PHX will get what it deserves with flights to many of the cities that work from DFW and LAX such as MAD, CDG, FRA, NRT, and SYD. Especially SYD and NRT need to happen as the market for them was proven 30 years ago when our hometown carrier flew daily 747s to both. Today, the PHX market is much bigger and there would be connections at both ends.
cathay747 wrote:PHXWRLD wrote:Doug Parker and AA has long neglected their loyal, faithful PHX hub. As soon as Doug gets the boot, which hopefully happens very soon, I think PHX will get what it deserves with flights to many of the cities that work from DFW and LAX such as MAD, CDG, FRA, NRT, and SYD. Especially SYD and NRT need to happen as the market for them was proven 30 years ago when our hometown carrier flew daily 747s to both. Today, the PHX market is much bigger and there would be connections at both ends.
OMG man, what are you smoking?? LOL You're making the same "certain" and "needs to happen" claims as you're doing in the AA Network thread, with no facts whatsoever to back anything up. You're simply engaging in VERY wishful thinking.
The only thing HP "proved" 30 years ago was that they were clinically insane in even applying for the rights to Japan; I never knew they also applied for SYD and that would have been an even bigger flop than their short-lived NGO service was. It's HIGHLY doubtful even NRT would have been successful if they'd gotten that instead. Hell, they couldn't even make HNL work as a 747 was WAY too much capacity (including from LAS which they flew as well)!
Doug Parker isn't neglecting anything; it's Vasu's job to determine where AA will fly, and when, based on fact-driven market projections, not pie-in-the-sky wishful thinking. Your claim about SYD is the most ridiculous of all...that will NEVER happen; MAYBE we'll see TYO in a few years, and even if we ever do, my guess is that it'll probably be a JL 788 with AA codesharing on it. If there's a market for CDG, AF would do it, AA would be crazy to try it; MAD...how much of a market is there for a nonstop what with AA/BA connections over LHR and AA via DFW? FRA...forget it, not with Condor already in the market and now Eurowings coming in also.
Osubuckeyes wrote:Vctony wrote:PHXWRLD wrote:Doug Parker and AA has long neglected their loyal, faithful PHX hub. As soon as Doug gets the boot, which hopefully happens very soon, I think PHX will get what it deserves with flights to many of the cities that work from DFW and LAX such as MAD, CDG, FRA, NRT, and SYD. Especially SYD and NRT need to happen as the market for them was proven 30 years ago when our hometown carrier flew daily 747s to both. Today, the PHX market is much bigger and there would be connections at both ends.
Honestly I believe both AA and WN have neglected their PHX operations for a while. Both seem to have a static number of daily departures. AA has added destinations but then does things like cutting frequencies to places like SFO and SEA to ridiculously low levels so the overall daily departures doesn't increase. WN has been enamored with DEN as its shiny new toy and may add a frequency here or a destination there but then will easily take away a frequency here or a destination there so overall the operation doesn't really increase. In fact, for non "focus city" destinations east of Texas WN has become really weak. Unfortunately, AA's and WN's presence prevents anyone else from opening up shop so PHX is stuck in a rut where the market can handle more than what the carriers are providing.
I definitely see the truth in what you say here... a great example of this is F9 & to some extent NK being able to seize opportunity that previously was absent. I do wonder if the MAX issues have been a limiting factor for PHX in seeing more seasonal reductions than usual for both AA & WN. Lastly the other question regarding AA in capacity, even with the frequency reductions I wonder what their overall annual capacity in those markets are comparatively. SFO for instance this month is 3 or 4x, but mostly A321 versus in the past it seemed to be A319/20 IIRC. SEA is somewhat surprising, obviously winter is low season there, but 1-2x seems really weak, though competition on that route has basically doubled with AS, DL, WN, and NK all on the route.
Vctony wrote:PHXWRLD wrote:Doug Parker and AA has long neglected their loyal, faithful PHX hub. As soon as Doug gets the boot, which hopefully happens very soon, I think PHX will get what it deserves with flights to many of the cities that work from DFW and LAX such as MAD, CDG, FRA, NRT, and SYD. Especially SYD and NRT need to happen as the market for them was proven 30 years ago when our hometown carrier flew daily 747s to both. Today, the PHX market is much bigger and there would be connections at both ends.
Honestly I believe both AA and WN have neglected their PHX operations for a while. Both seem to have a static number of daily departures. AA has added destinations but then does things like cutting frequencies to places like SFO and SEA to ridiculously low levels so the overall daily departures doesn't increase. WN has been enamored with DEN as its shiny new toy and may add a frequency here or a destination there but then will easily take away a frequency here or a destination there so overall the operation doesn't really increase. In fact, for non "focus city" destinations east of Texas WN has become really weak. Unfortunately, AA's and WN's presence prevents anyone else from opening up shop so PHX is stuck in a rut where the market can handle more than what the carriers are providing.
PHXWRLD wrote:Vctony wrote:PHXWRLD wrote:Doug Parker and AA has long neglected their loyal, faithful PHX hub. As soon as Doug gets the boot, which hopefully happens very soon, I think PHX will get what it deserves with flights to many of the cities that work from DFW and LAX such as MAD, CDG, FRA, NRT, and SYD. Especially SYD and NRT need to happen as the market for them was proven 30 years ago when our hometown carrier flew daily 747s to both. Today, the PHX market is much bigger and there would be connections at both ends.
Honestly I believe both AA and WN have neglected their PHX operations for a while. Both seem to have a static number of daily departures. AA has added destinations but then does things like cutting frequencies to places like SFO and SEA to ridiculously low levels so the overall daily departures doesn't increase. WN has been enamored with DEN as its shiny new toy and may add a frequency here or a destination there but then will easily take away a frequency here or a destination there so overall the operation doesn't really increase. In fact, for non "focus city" destinations east of Texas WN has become really weak. Unfortunately, AA's and WN's presence prevents anyone else from opening up shop so PHX is stuck in a rut where the market can handle more than what the carriers are providing.
Thank you you are finally someone who understands. PHX is getting screwed by Doug and his hatred of his original hub. One day PHX will rise again and we will be a premier international hub in the US just like LAX, DFW, and SFO.
Ishrion wrote:PHXWRLD wrote:Vctony wrote:
Honestly I believe both AA and WN have neglected their PHX operations for a while. Both seem to have a static number of daily departures. AA has added destinations but then does things like cutting frequencies to places like SFO and SEA to ridiculously low levels so the overall daily departures doesn't increase. WN has been enamored with DEN as its shiny new toy and may add a frequency here or a destination there but then will easily take away a frequency here or a destination there so overall the operation doesn't really increase. In fact, for non "focus city" destinations east of Texas WN has become really weak. Unfortunately, AA's and WN's presence prevents anyone else from opening up shop so PHX is stuck in a rut where the market can handle more than what the carriers are providing.
Thank you you are finally someone who understands. PHX is getting screwed by Doug and his hatred of his original hub. One day PHX will rise again and we will be a premier international hub in the US just like LAX, DFW, and SFO.
Care to explain how Doug Parker is screwing over PHX? You seemed to ignore my previous question above.
alasizon wrote:
There is a reason PHX is so North America concentrated, that is where the majority of folks want to travel to and from PHX. Those that choose to travel to Europe have multiple options now and not much more could be sustained on that front right now. As far as Asia goes, there isn't enough non-price sensitive traffic that would pay extra for a non stop and even then I'm not sure that that there is enough traffic that would support a daily flight. Majority of Asia customers from PHX are MNL, PVG and HKG bound. Coupled with TYO, that probably is about 60-70% of the traffic to Asia and connections obviously dilute the yield. I'd estimate the non-price sensitive pax for Asia at about 55-60 PDEW which is not enough to sustain a 788, they probably need about another 25 PDEW to make it worth it so that they can fill the rest with lower yielding connections. Middle East traffic is there but it already either connects at LAX/DFW or in a Europe hub and is nothing that PHX could sustain.
AA and WN are actually both in the process of expanding PHX slightly despite the handicap of the MAX being OOS. AA had already added additional early morning flights to LAS/SAN/OAK/BUR and they are upping the frequencies and gauge on other routes to California and the Mountain West. WN is supposed to be near or above 200 departures this summer which would be about 20 more flights than they had when the MAX went OOS. The struggle for both is gate space and it isn't exactly getting any better when you add more flights. The AA mainline operation is maxed out on gates all morning long now from 7AM-noon with little room to accommodate bumps, the regional operation has very few periods of gate availability that makes sense in the current bank structure and WN is short gates every night from 8PM onward.
PHXWRLD wrote:Doug Parker and AA has long neglected their loyal, faithful PHX hub. As soon as Doug gets the boot, which hopefully happens very soon, I think PHX will get what it deserves with flights to many of the cities that work from DFW and LAX such as MAD, CDG, FRA, NRT, and SYD. Especially SYD and NRT need to happen as the market for them was proven 30 years ago when our hometown carrier flew daily 747s to both. Today, the PHX market is much bigger and there would be connections at both ends.
phxtristar wrote:Fiji Airways could do 3 times a week with onward connect to Australia, New Zealand and south pacific island.
alasizon wrote:AA and WN are actually both in the process of expanding PHX slightly despite the handicap of the MAX being OOS. AA had already added additional early morning flights to LAS/SAN/OAK/BUR and they are upping the frequencies and gauge on other routes to California and the Mountain West. WN is supposed to be near or above 200 departures this summer which would be about 20 more flights than they had when the MAX went OOS. The struggle for both is gate space and it isn't exactly getting any better when you add more flights. The AA mainline operation is maxed out on gates all morning long now from 7AM-noon with little room to accommodate bumps, the regional operation has very few periods of gate availability that makes sense in the current bank structure and WN is short gates every night from 8PM onward.
PHXWRLD wrote:Ishrion wrote:PHXWRLD wrote:
Thank you you are finally someone who understands. PHX is getting screwed by Doug and his hatred of his original hub. One day PHX will rise again and we will be a premier international hub in the US just like LAX, DFW, and SFO.
Care to explain how Doug Parker is screwing over PHX? You seemed to ignore my previous question above.
Add up the daily long haul departures at each of AA’s hubs and you have an answer.
Nonrevhell wrote:HP never pushed for PHX-SYD non-stop, it was always going to be through HNL.
HP never flew to Tokyo or to Sydney, the flights were from HNL-NGO.
phxtristar wrote:Nonrevhell wrote:HP never pushed for PHX-SYD non-stop, it was always going to be through HNL.
HP never flew to Tokyo or to Sydney, the flights were from HNL-NGO.
I'm certain this is very correct.
Osubuckeyes wrote:Does anyone know if United has a date to move over to the new T3N, and if their club will open simultaneously?
colemcandrew wrote:I believe they will move over as it opens up. If I have it correct all T2 airlines will be moving, and T2 will be demolished.
PHXWRLD wrote:LAX continues to be a roadblock in our quest for Asia flights. We need to get rid of Doug Parker and get someone who would make the logical decision to stop wasting money trying to operate loads of LAX-Asia flights and would shift those flights to PHX for better connections.
Osubuckeyes wrote:alasizon wrote:
There is a reason PHX is so North America concentrated, that is where the majority of folks want to travel to and from PHX. Those that choose to travel to Europe have multiple options now and not much more could be sustained on that front right now. As far as Asia goes, there isn't enough non-price sensitive traffic that would pay extra for a non stop and even then I'm not sure that that there is enough traffic that would support a daily flight. Majority of Asia customers from PHX are MNL, PVG and HKG bound. Coupled with TYO, that probably is about 60-70% of the traffic to Asia and connections obviously dilute the yield. I'd estimate the non-price sensitive pax for Asia at about 55-60 PDEW which is not enough to sustain a 788, they probably need about another 25 PDEW to make it worth it so that they can fill the rest with lower yielding connections. Middle East traffic is there but it already either connects at LAX/DFW or in a Europe hub and is nothing that PHX could sustain.
AA and WN are actually both in the process of expanding PHX slightly despite the handicap of the MAX being OOS. AA had already added additional early morning flights to LAS/SAN/OAK/BUR and they are upping the frequencies and gauge on other routes to California and the Mountain West. WN is supposed to be near or above 200 departures this summer which would be about 20 more flights than they had when the MAX went OOS. The struggle for both is gate space and it isn't exactly getting any better when you add more flights. The AA mainline operation is maxed out on gates all morning long now from 7AM-noon with little room to accommodate bumps, the regional operation has very few periods of gate availability that makes sense in the current bank structure and WN is short gates every night from 8PM onward.
I do wonder how much traffic to Asia is lost to LAX. My last several trips have been LAX O&D with a Southwest connection for ~$100 more. I wouldn't say it's always due to price sensitivity either with a huge selection of Nonstops convenience has to be a factor as well (one flight to NRT would only impact that in a limited way).
It is unfortunate that the gate situation will likely not improve much until S4 is completed. I guess AC moving over to T3N will help some.
Osubuckeyes wrote:Does anyone know if United has a date to move over to the new T3N, and if their club will open simultaneously?
RobertPhoenix wrote:RobertPhoenix wrote:I was idly thinking of a flight from PHX to LHR and took a look at prices. I was surprised to see that for non stop flights the AA flight is half the price of a BA flight. $671 versus $1276. I've checked twice again over the past few days, and the answer is always just about the same. From past experience the timing of the BA flight is much better for my purposes, and the load factor on BA has always made it difficult to get reward tickets,
Any thoughts on why there is such a big difference ?
Trying again with the image
RobertPhoenix wrote:I was idly thinking of a flight from PHX to LHR and took a look at prices. I was surprised to see that for non stop flights the AA flight is half the price of a BA flight. $671 versus $1276. I've checked twice again over the past few days, and the answer is always just about the same. From past experience the timing of the BA flight is much better for my purposes, and the load factor on BA has always made it difficult to get reward tickets,
Any thoughts on why there is such a big difference ?
RobertPhoenix wrote:I was idly thinking of a flight from PHX to LHR and took a look at prices. I was surprised to see that for non stop flights the AA flight is half the price of a BA flight. $671 versus $1276. I've checked twice again over the past few days, and the answer is always just about the same. From past experience the timing of the BA flight is much better for my purposes, and the load factor on BA has always made it difficult to get reward tickets,
Any thoughts on why there is such a big difference ?
kimimm19 wrote:You are correct that these are chronically this way. I would prefer a 787 and a later flight because of getting into LHR at 7am is difficult when you don't live in London but I've only seen a handful of times recently where the prices were similar and that was during the promotional sale around black friday.
No ideas as to why other than BA thinking they can upcharge the fares because of less seats compared to their 747s...
RobertPhoenix wrote:...................
As far as the fares are concerned, another funny thing is the amount of taxes etc BA charges on a "free" reward ticket. Last time I flew business the taxes and fees were over $1,000. I haven't checked but I'll be the coach taxes and fees for a free ticket are about the same as AA's fare !
Wish I could figure out why the image doesn't appear. I wonder if the link will reproduce
https://drive.google.com/open?id=1nhw8m ... 5HO3WXfxqE
skyharborshome wrote:I know in the 2019 thread, there was discussion of Uber and Lyft leaving. If that happens, use of the 44th Street station will NOT be permitted. I know this because it has been made very clear that it is airport property. When the precious spat occurred, I took SkyTrain to the station and ordered an Uber. As soon as the car showed up, this guy in a safety vest who could not be older than 21 showed up with a ticket in hand. The driver saw the ticket, slammed the trunk, said "sorry man" and left. I entered a spirited debate about how the station should be considered city and not airport property. Not much of a leg to stand on however I tried. So of course I ended up going back in the station, crossed the bridge, crossed 44th Street and the same driver ended up picking me up at Circle K. I really hope they resolve this or a lot of visitors are going to get a rude greeting to the Valley.
Nonrevhell wrote:Well then, just have the Uber drop you off at the DoubleTree hotel on 44th and Van Buren, walk across the street and take the billion dollar boondoggle that is the SkyTrain. The city is gonna lose this battle. Tell the drone in the vest to hit the road and ask the driver to meet you at the DoubleTree.
cm642 wrote:James Bennett Director of Sky Harbor had something to say about the ride-share fare hike.
Don't be misled: Phoenix airport has every right to recoup costs from Uber and Lyft
https://www.azcentral.com/story/opinion/op-ed/2020/01/06/uber-lyft-surprised-phoenix-airport-fees-we-worked-together/2796393001/
As director of Phoenix Sky Harbor International Airport, I take great issue with the accusations that are being made against the Phoenix City Council and Sky Harbor regarding Uber and Lyft. The public is being misled and most people just don’t have the facts, so here they are.
Ride-share companies must pay to access airport facilities, services and improvements, which is not only fair; it’s legal. This is consistent with all other companies doing business at Sky Harbor, many of them local, small businesses who willingly pay for their access to and use of one of the best airports in the country.
Opponents of the fees are misleading the public. They either aren’t reading the Constitution or are choosing not to pay attention to what it says. To be clear, these fees do not apply to rides anywhere other than to or from the city-owned, city-managed airport... (story continued in link)
RobertPhoenix wrote:kimimm19 wrote:You are correct that these are chronically this way. I would prefer a 787 and a later flight because of getting into LHR at 7am is difficult when you don't live in London but I've only seen a handful of times recently where the prices were similar and that was during the promotional sale around black friday.
No ideas as to why other than BA thinking they can upcharge the fares because of less seats compared to their 747s...
In my own experience, getting in at 7:00 AM (midnight PHX time ! when you just want to go to sleep ! ) starts a few miserable days of chronic tiredness, quite apart from figuring how what you are going to do before you can check into your hotel. Much better to get in a full day of work the day of travel, and then use the arrival day to get acclimatized and have productive days following.
As far as the fares are concerned, another funny thing is the amount of taxes etc BA charges on a "free" reward ticket. Last time I flew business the taxes and fees were over $1,000. I haven't checked but I'll be the coach taxes and fees for a free ticket are about the same as AA's fare !
Wish I could figure out why the image doesn't appear. I wonder if the link will reproduce
https://drive.google.com/open?id=1nhw8m ... 5HO3WXfxqE
INFINITI329 wrote:cm642 wrote:James Bennett Director of Sky Harbor had something to say about the ride-share fare hike.
Don't be misled: Phoenix airport has every right to recoup costs from Uber and Lyft
https://www.azcentral.com/story/opinion/op-ed/2020/01/06/uber-lyft-surprised-phoenix-airport-fees-we-worked-together/2796393001/
As director of Phoenix Sky Harbor International Airport, I take great issue with the accusations that are being made against the Phoenix City Council and Sky Harbor regarding Uber and Lyft. The public is being misled and most people just don’t have the facts, so here they are.
Ride-share companies must pay to access airport facilities, services and improvements, which is not only fair; it’s legal. This is consistent with all other companies doing business at Sky Harbor, many of them local, small businesses who willingly pay for their access to and use of one of the best airports in the country.
Opponents of the fees are misleading the public. They either aren’t reading the Constitution or are choosing not to pay attention to what it says. To be clear, these fees do not apply to rides anywhere other than to or from the city-owned, city-managed airport... (story continued in link)
I don't think the FAA just hands out grants to for-profit businesses. If this is a for-profit business then $21.9 million that was just awarded to PHX should be returned to the FAA, becuase it is taxpayer money after all and airport doesn't use that so he claims.
MO11 wrote:INFINITI329 wrote:cm642 wrote:James Bennett Director of Sky Harbor had something to say about the ride-share fare hike.
Don't be misled: Phoenix airport has every right to recoup costs from Uber and Lyft
https://www.azcentral.com/story/opinion/op-ed/2020/01/06/uber-lyft-surprised-phoenix-airport-fees-we-worked-together/2796393001/
As director of Phoenix Sky Harbor International Airport, I take great issue with the accusations that are being made against the Phoenix City Council and Sky Harbor regarding Uber and Lyft. The public is being misled and most people just don’t have the facts, so here they are.
Ride-share companies must pay to access airport facilities, services and improvements, which is not only fair; it’s legal. This is consistent with all other companies doing business at Sky Harbor, many of them local, small businesses who willingly pay for their access to and use of one of the best airports in the country.
Opponents of the fees are misleading the public. They either aren’t reading the Constitution or are choosing not to pay attention to what it says. To be clear, these fees do not apply to rides anywhere other than to or from the city-owned, city-managed airport... (story continued in link)
I don't think the FAA just hands out grants to for-profit businesses. If this is a for-profit business then $21.9 million that was just awarded to PHX should be returned to the FAA, becuase it is taxpayer money after all and airport doesn't use that so he claims.
You misinterpreted his statement. The terms "at a profit" and "for profit business" referred to the car operators, not the airport. Personally, I think Uber and Lyft should be charged monthly impact fees to offset taxpayer costs to support public transit.
cm642 wrote:James Bennett Director of Sky Harbor had something to say about the ride-share fare hike.
cathay747 wrote:I for one don't understand why there is such a hullaballoo about Uber & Lyft having to pay the new/increased fee. Cab companies have to pay it;
chrisair wrote:cm642 wrote:James Bennett Director of Sky Harbor had something to say about the ride-share fare hike.
Two things James Bennett does not cover in "his" opinion piece that I'm sure some PR person wrote. The new fee structure only charges taxis pickup fees of $1.75, whereas ride share is charged the increasing $4 on trips both in and out. The other one that I didn't realize was the ride share fees can continue to increase after it reaches $5. They just didn't write it out past 2024.
Put taxis on the same fee schedule and I will fully embrace the additional $6 I'll be paying to go to the airport.
I expect this to get tied up in court once the AG issues his opinion in a few days, or PHX will renegotiate. Even the governor said he expects this to get blocked. https://ktar.com/story/2909148/gov-ducey-says-he-thinks-uber-lyft-fees-at-sky-harbor-will-be-overturned/cathay747 wrote:I for one don't understand why there is such a hullaballoo about Uber & Lyft having to pay the new/increased fee. Cab companies have to pay it;
See above, or at this link: https://www.phoenixnewtimes.com/news/ub ... r-11402951 Cab companies are charged $1.75 one way.
cathay747 wrote:chrisair wrote:cm642 wrote:James Bennett Director of Sky Harbor had something to say about the ride-share fare hike.
Two things James Bennett does not cover in "his" opinion piece that I'm sure some PR person wrote. The new fee structure only charges taxis pickup fees of $1.75, whereas ride share is charged the increasing $4 on trips both in and out. The other one that I didn't realize was the ride share fees can continue to increase after it reaches $5. They just didn't write it out past 2024.
Put taxis on the same fee schedule and I will fully embrace the additional $6 I'll be paying to go to the airport.
I expect this to get tied up in court once the AG issues his opinion in a few days, or PHX will renegotiate. Even the governor said he expects this to get blocked. https://ktar.com/story/2909148/gov-ducey-says-he-thinks-uber-lyft-fees-at-sky-harbor-will-be-overturned/cathay747 wrote:I for one don't understand why there is such a hullaballoo about Uber & Lyft having to pay the new/increased fee. Cab companies have to pay it;
See above, or at this link: https://www.phoenixnewtimes.com/news/ub ... r-11402951 Cab companies are charged $1.75 one way.
Oh OK, I didn't know that, and that's not right. Should be a level playing field. If ride shares are gonna get socked at $4 both in AND out, then the cab companies should too. Otherwise it's showing favoritism for lack of a better term if you ask me.
alasizon wrote:I'm not sure that $4 per way is a reasonable fee for the services and infrastructure they are using.