Cubsrule wrote:

Shakinthefat wrote:

Cubsrule wrote:

Is more Canada service than was scheduled pre-pandemic (two carriers to YYZ, one to YYC and YUL) really a sensible expectation?

I’m not sure what WS and AC marketing departments analyze routes to and from BNA. Might be sensible in the future. Their analytics will tell them.
If the traffic is there, then yes it is a sensible expectation.
Canadians will definitely travel when lockdowns are lifted. One daily BNA flights to YYZ and YUL plus one weekend YYC and YVR flights would provide business and leisure travelers a nice option vs connection flights. Might be surprised by the demand. If WN flew to Canada I think they would take a look.
WN BNA- YYZ route makes more sense than some other cities previously listed.....TUL, ABQ, RIC, IND

Sorry, you've lost me. I believe the pre-pandemic transborder schedule for BNA was a daily WS 737 to YYC, 4x daily AC/WS to YYZ (mix of Embraers on AC, DH4 and 73G depending on day on WS), and 10 weekly AC Embraers to YUL. Am I misremembering?

Not sure, but I don’t remember 10 weekly AC flights to YUL. I’ll check with MNAA contact.

Shakinthefat wrote:

Cubsrule wrote:

Shakinthefat wrote:

I’m not sure what WS and AC marketing departments analyze routes to and from BNA. Might be sensible in the future. Their analytics will tell them.
If the traffic is there, then yes it is a sensible expectation.
Canadians will definitely travel when lockdowns are lifted. One daily BNA flights to YYZ and YUL plus one weekend YYC and YVR flights would provide business and leisure travelers a nice option vs connection flights. Might be surprised by the demand. If WN flew to Canada I think they would take a look.
WN BNA- YYZ route makes more sense than some other cities previously listed.....TUL, ABQ, RIC, IND

Sorry, you've lost me. I believe the pre-pandemic transborder schedule for BNA was a daily WS 737 to YYC, 4x daily AC/WS to YYZ (mix of Embraers on AC, DH4 and 73G depending on day on WS), and 10 weekly AC Embraers to YUL. Am I misremembering?

Not sure, but I don’t remember 10 weekly AC flights to YUL. I’ll check with MNAA contact.

It was planned daily service on board AC express E75 that was to begin June 2020.

Unfortunately Covid put an end to the start date.
There has been no mention whether the route be maintained.

alexdelzotto wrote:

Shakinthefat wrote:

Cubsrule wrote:

Sorry, you've lost me. I believe the pre-pandemic transborder schedule for BNA was a daily WS 737 to YYC, 4x daily AC/WS to YYZ (mix of Embraers on AC, DH4 and 73G depending on day on WS), and 10 weekly AC Embraers to YUL. Am I misremembering?

Not sure, but I don’t remember 10 weekly AC flights to YUL. I’ll check with MNAA contact.

It was planned daily service on board AC express E75 that was to begin June 2020.

Unfortunately Covid put an end to the start date.
There has been no mention whether the route be maintained.

I went back and looked at the relevant OAG load and y’all are right - my memory was faulty. Daily E75. Still more than enough YUL service.

Is there any word on what airlines would go out to the satellite? I would imagine the ULCC’s, but what about B6? And how many gates would each ULCC get?

If anyone has the data can they post monthly passenger numbers for BNA comparing the past 5 months vs the prior 2 years monthly?

has anyone been on the BNA-EYW flight on Allegiant? I know it just launched I really hope it sticks around and hope the loads are doing well, I am planning on taking it in August! (2 hours non-stop to Key West you really can't beat that even if it is on Allegiant).

AA picks up TPA starting Nov 2nd at 2x daily. Not word on equipment yet, but I'd expect E175 like the seasonal to MCO.
https://onemileatatime.com/news/american-airlines-tampa-expansion/

Looks like Eagle service to TPA it is, 2x E175s operated by Republic.

I cannot understand the following holes in WN’s network at BNA:

IND (it’s nearly a five hour drive!!)
CVG
RIC
GSP
PBI
JAC
LIT
TUL
GRR

All of these seem like points WN would want to connect through BNA. IND in particular makes no sense to me. It’s not really drivable and is a major market.

Mboyle1988 wrote:

I cannot understand the following holes in WN’s network at BNA:

IND (it’s nearly a five hour drive!!)
CVG
RIC
GSP
PBI
JAC
LIT
TUL
GRR

All of these seem like points WN would want to connect through BNA. IND in particular makes no sense to me. It’s not really drivable and is a major market.

I imagine most, if not all of those destinations will be added once WN can get the rest of the C gates after A is rebuilt.

It is frustrating WN’s full potential in BNA can’t fully be realized until AA moves out of C. MNAA really dropped the ball in not starting the expansion a year or two sooner.

Mboyle1988 wrote:

I cannot understand the following holes in WN’s network at BNA:

IND (it’s nearly a five hour drive!!)
CVG
RIC
GSP
PBI
JAC
LIT
TUL
GRR

All of these seem like points WN would want to connect through BNA. IND in particular makes no sense to me. It’s not really drivable and is a major market.

I wonder if they could make BNA-MEM work if it was timed and priced right.

Mboyle1988 wrote:

I cannot understand the following holes in WN’s network at BNA:

Some thoughts below:

IND (it’s nearly a five hour drive!!): Now that 65 has been widened fully in Kentucky and more fully in Indiana, the drive is easier than it's ever been. It's doable in four hours if you push it. And while IND and CVG both have dynamic economies, the relevant industries don't match that well with BNA.

CVG: Has potential but the challenge is - as DL found toward the end of its efforts - that it's really a market that needs frequency. Can it support 2 or 3 daily 737s? That's a lot of capacity but is the minimum needed to get folks out of their cars.

RIC: I think this is one of the most likely/sensible potential adds.

GSP: Failed once but I think the business case is likely stronger than the last time WN tried it. WN's hub at BNA has expanded, the local market is likely larger than last time around (I say likely because leakage to CLT makes measurement difficult), and it's got to have more O&D than GSP-ATL.

PBI: Challenging because Nashville really isn't an east coast of Florida town and PBI is WN's clear third fiddle in south Florida these days.

JAC: I see this as more of a medium- to long-term add if WN sticks around in JAC. Makes a lot of sense if they can make JAC stick as a station.

LIT: This is a market (along with JAN) that has challenges because of Nashville's increasing congestion, both on the roads and at the airport. It's a relatively easy five-hour drive when the bridge is open in Memphis; remember that the speed limit in virtually all of Arkansas is 75, which helps tremendously. If I'm a business traveler living in, say, Westhaven, I can be almost halfway to Little Rock in the car before my plane would be taking off from BNA. Flying might save only an hour or 90 minutes.

TUL: Likely a bit smaller than OKC but similar market dynamics. They've grown OKC from one weekly 73G pre-pandemic to two weekly 738/3M8 now; if OKC goes daily I'd look for them to give TUL a shot.

GRR: I would not be surprised to see them give this a shot on weekends to start with an eye toward daily service.

The other challenge with these drivable cities (MEM, CVG, IND, maybe even LIT) is that if you fly them you are then beholden to the limited flight schedule for your return. So if your meeting ends at 3:00 but the next/only return flight doesn't leave until 7:00, you've just lost any time you might have saved flying versus driving.

And then there is the extra expense: a walk-up roundtrip fare on WN on some of these flights would still run $400 or more. Then, once you get to the airport, you'd have to either get an Uber/Lyft or a rental car to your final destination, which is even more expense. That totals significantly more than mileage reimbursement or even a one-day rental car and a tank of gas, which is not going to appeal to many businesses.

I would say of the cities you mentioned RIC is the most likely to potentially gain service.

Mboyle1988 wrote:

I cannot understand the following holes in WN’s network at BNA:

IND (it’s nearly a five hour drive!!)
CVG
RIC
GSP
PBI
JAC
LIT
TUL
GRR

All of these seem like points WN would want to connect through BNA. IND in particular makes no sense to me. It’s not really drivable and is a major market.

I assume you mean JAN and not JAC, which is not yet served by WN.

In some of those markets, WN has grown relatively little or (like JAN) is re-entering the market. But some would make sense.

Cubsrule wrote:

Mboyle1988 wrote:

I cannot understand the following holes in WN’s network at BNA:

Some thoughts below:

IND (it’s nearly a five hour drive!!): Now that 65 has been widened fully in Kentucky and more fully in Indiana, the drive is easier than it's ever been. It's doable in four hours if you push it. And while IND and CVG both have dynamic economies, the relevant industries don't match that well with BNA.

CVG: Has potential but the challenge is - as DL found toward the end of its efforts - that it's really a market that needs frequency. Can it support 2 or 3 daily 737s? That's a lot of capacity but is the minimum needed to get folks out of their cars.

RIC: I think this is one of the most likely/sensible potential adds.

GSP: Failed once but I think the business case is likely stronger than the last time WN tried it. WN's hub at BNA has expanded, the local market is likely larger than last time around (I say likely because leakage to CLT makes measurement difficult), and it's got to have more O&D than GSP-ATL.

PBI: Challenging because Nashville really isn't an east coast of Florida town and PBI is WN's clear third fiddle in south Florida these days.

JAC: I see this as more of a medium- to long-term add if WN sticks around in JAC. Makes a lot of sense if they can make JAC stick as a station.

LIT: This is a market (along with JAN) that has challenges because of Nashville's increasing congestion, both on the roads and at the airport. It's a relatively easy five-hour drive when the bridge is open in Memphis; remember that the speed limit in virtually all of Arkansas is 75, which helps tremendously. If I'm a business traveler living in, say, Westhaven, I can be almost halfway to Little Rock in the car before my plane would be taking off from BNA. Flying might save only an hour or 90 minutes.

TUL: Likely a bit smaller than OKC but similar market dynamics. They've grown OKC from one weekly 73G pre-pandemic to two weekly 738/3M8 now; if OKC goes daily I'd look for them to give TUL a shot.

GRR: I would not be surprised to see them give this a shot on weekends to start with an eye toward daily service.

IND, CVG and LIT would be about connections. I don’t see the latter two being added until WN takes the rest of C though.

Even with the widening efforts by Indiana, Kentucky and now Tennessee (they just posted a project on the website to widen I-65 from Goodlettsville to the state line), the drive from Indianapolis to Nashville is not super convenient and can have bottlenecks.

CVG and IND are easy driving distances down I-65

Delta28L wrote:

CVG and IND are easy driving distances down I-65

We must have very different definitions of easy driving. From Franklin to Carmel is five hours and I-65 is absolute hell. Not to mention driving is extremely dangerous compared to flying.

UALFAson wrote:

The other challenge with these drivable cities (MEM, CVG, IND, maybe even LIT) is that if you fly them you are then beholden to the limited flight schedule for your return. So if your meeting ends at 3:00 but the next/only return flight doesn't leave until 7:00, you've just lost any time you might have saved flying versus driving.

And then there is the extra expense: a walk-up roundtrip fare on WN on some of these flights would still run $400 or more. Then, once you get to the airport, you'd have to either get an Uber/Lyft or a rental car to your final destination, which is even more expense. That totals significantly more than mileage reimbursement or even a one-day rental car and a tank of gas, which is not going to appeal to many businesses.

I would say of the cities you mentioned RIC is the most likely to potentially gain service.

Yeah but you can’t work while driving. And seriously how many serious business travelers are actually willing to drive five hours? No one in my company will drive more than three at the absolute max.

southwest1675 wrote:

Mboyle1988 wrote:

I cannot understand the following holes in WN’s network at BNA:

IND (it’s nearly a five hour drive!!)
CVG
RIC
GSP
PBI
JAC
LIT
TUL
GRR

All of these seem like points WN would want to connect through BNA. IND in particular makes no sense to me. It’s not really drivable and is a major market.

I wonder if they could make BNA-MEM work if it was timed and priced right.

I mean I guess it depends on if they really want BNA to be a major connecting hub. I would absolutely fly rather than drive to Memphis or Knoxville for that matter but I realize I have an extreme hatred for driving.

Mboyle1988 wrote:

UALFAson wrote:

The other challenge with these drivable cities (MEM, CVG, IND, maybe even LIT) is that if you fly them you are then beholden to the limited flight schedule for your return. So if your meeting ends at 3:00 but the next/only return flight doesn't leave until 7:00, you've just lost any time you might have saved flying versus driving.

And then there is the extra expense: a walk-up roundtrip fare on WN on some of these flights would still run $400 or more. Then, once you get to the airport, you'd have to either get an Uber/Lyft or a rental car to your final destination, which is even more expense. That totals significantly more than mileage reimbursement or even a one-day rental car and a tank of gas, which is not going to appeal to many businesses.

I would say of the cities you mentioned RIC is the most likely to potentially gain service.

Yeah but you can’t work while driving. And seriously how many serious business travelers are actually willing to drive five hours? No one in my company will drive more than three at the absolute max.

I don’t know how you define “serious business travelers,” but for cities that don’t have much air service (AVL, LIT, MGM), I routinely drive 5 or 6 hours.

Fly from Nashville to Knoxville, I guess if money is no object.
That is just over a 2 1/2 hour drive. Door to door it would take longer to fly.

Nashville wrote:

Fly from Nashville to Knoxville, I guess if money is no object.
That is just over a 2 1/2 hour drive. Door to door it would take longer to fly.

Yeah I would probably be the only one lol. It would be about the same time for me because I arrive to the airport 45 minutes before the flight. My biggest thing is driving is very dangerous especially at long distances.

Unless BNA becomes a DEN sized station in the east for WN, which will not happen due to the close proximity of other large stations, I highly doubt there will ever be intrastate flights from MEM or TYS.

However, I do expect IND, LIT and maybe CVG to be added in time as WN flows more connections over BNA.

Mboyle1988 wrote:

Delta28L wrote:

CVG and IND are easy driving distances down I-65

We must have very different definitions of easy driving. From Franklin to Carmel is five hours and I-65 is absolute hell. Not to mention driving is extremely dangerous compared to flying.

If you're actually going from Franklin to Carmel, maybe you have a point. But that's picking suburbs that are on the far sides of the city from one another. Downtown to downtown is more like 4:30, and if you pick suburbs on the south side of Indianapolis and north side of Nashville, you're under 4 hours.

And if you think 65 is hell...wow, maybe you need some time on interstates on either coast.

Mboyle1988 wrote:

I mean I guess it depends on if they really want BNA to be a major connecting hub. I would absolutely fly rather than drive to Memphis or Knoxville for that matter but I realize I have an extreme hatred for driving.

How are you planning to get to the airports on either end? From downtown on both ends, by the time you do that, you've spent 1/4 of the time it would take to drive. If you could convince WN to do that, you'd have pretty close to a private 737. I mean, sure there would be some connections, but there are a few reasons WN doesn't fly to TYS and one of them is that people in East Tennessee often drive to BNA to fly. I mean, TYS has what, one mainline flight per day from a network carrier?

IADCA wrote:

Mboyle1988 wrote:

Delta28L wrote:

CVG and IND are easy driving distances down I-65

We must have very different definitions of easy driving. From Franklin to Carmel is five hours and I-65 is absolute hell. Not to mention driving is extremely dangerous compared to flying.

If you're actually going from Franklin to Carmel, maybe you have a point. But that's picking suburbs that are on the far sides of the city from one another. Downtown to downtown is more like 4:30, and if you pick suburbs on the south side of Indianapolis and north side of Nashville, you're under 4 hours.

And if you think 65 is hell...wow, maybe you need some time on interstates on either coast.

I would take 95 over 65 ten out of ten times. 65 is chock full of trucks and traffic and construction. I chose Franklin and Carmel because both have large office concentrations albeit not as much as downtown. Regardless between people who don’t like long distance driving and connections IND seems like a huge hole.

Mboyle1988 wrote:

IADCA wrote:

Mboyle1988 wrote:

We must have very different definitions of easy driving. From Franklin to Carmel is five hours and I-65 is absolute hell. Not to mention driving is extremely dangerous compared to flying.

If you're actually going from Franklin to Carmel, maybe you have a point. But that's picking suburbs that are on the far sides of the city from one another. Downtown to downtown is more like 4:30, and if you pick suburbs on the south side of Indianapolis and north side of Nashville, you're under 4 hours.

And if you think 65 is hell...wow, maybe you need some time on interstates on either coast.

I would take 95 over 65 ten out of ten times. 65 is chock full of trucks and traffic and construction. I chose Franklin and Carmel because both have large office concentrations albeit not as much as downtown. Regardless between people who don’t like long distance driving and connections IND seems like a huge hole.

Ooooooookaaaaay.

So, that guy in the white coat over there... The problem with 95 isn't trucks, it's that it often takes an hour to go five miles.

IADCA wrote:

Mboyle1988 wrote:

IADCA wrote:

If you're actually going from Franklin to Carmel, maybe you have a point. But that's picking suburbs that are on the far sides of the city from one another. Downtown to downtown is more like 4:30, and if you pick suburbs on the south side of Indianapolis and north side of Nashville, you're under 4 hours.

And if you think 65 is hell...wow, maybe you need some time on interstates on either coast.

I would take 95 over 65 ten out of ten times. 65 is chock full of trucks and traffic and construction. I chose Franklin and Carmel because both have large office concentrations albeit not as much as downtown. Regardless between people who don’t like long distance driving and connections IND seems like a huge hole.

Ooooooookaaaaay.

So, that guy in the white coat over there... The problem with 95 isn't trucks, it's that it often takes an hour to go five miles.

I am from Boston and went to college in NC. My mom lived in south Florida. I have driven both the northern and the southern parts of 95 8 times each. I have never hit traffic on the southern part outside of Miami itself. On the northern half to be honest I usually had good luck too. GW bridge was always a question mark but I usually took TZ instead.

65 is probably the Highway I’ve driven second most and it is always overcrowded. If there’s an accident the whole highway shuts down.

Regardless like I said I don’t drive more than three hours now because it’s inefficient time wise and very dangerous.

"... inefficient time wise and very dangerous".....ok. How is this efficient use of time: Franklin to BNA and park 45 mins + BNA 45 mins + BNA-IND 45 mins + IND to Carmel 45 mins = 3+ hours and expense = $$$. That's presuming no traffic jams and flight is on time vs drive time @5 hours. During the drive you can be calling clients/colleagues and counting how much money you or your company saves. I doubt there is less truck traffic on 95 vs 65. Anyway, WN could choose to add BNA-IND only if it could attract enough connecting traffic. Highly doubtful as IND-MDW is like 1 flight/day and MDW is much bigger station (ie connections) than BNA.

gsg013 wrote:

If anyone has the data can they post monthly passenger numbers for BNA comparing the past 5 months vs the prior 2 years monthly?

BNA includes the last 5 FY when they post Total Passenger data. Here is May 2021: https://flynashville.com/wp-content/upl ... engers.pdf

May 2021 saw 1,388,451, which is within 30k of May during FY 2018, and only down 16.5% over May 2019. BNA was also slammed last weekend, and downtown is packed more than ever. BNA and the city seem to be recovering nicely.

Allegiant adds BNA-PSP neat route

Wneast wrote:

Allegiant adds BNA-PSP neat route

Also adding Jacksonville and Melbourne. All starting November 18.

Wneast wrote:

Allegiant adds BNA-PSP neat route

I’ll definitely book that.

Wneast wrote:

Allegiant adds BNA-PSP neat route

Agreed....I will be flying this next year.

How have WN ops been holding up at BNA? Roughly how many flights are they doing a day and how many are being canceled?

Runway765 wrote:

How have WN ops been holding up at BNA? Roughly how many flights are they doing a day and how many are being canceled?

It’s a cluster. We’re pretty short staffed too. Not much else to say at this point. Employee morale is at an all time low it seems. I’m just waiting for our station manager to retire.

southwest1675 wrote:

Runway765 wrote:

How have WN ops been holding up at BNA? Roughly how many flights are they doing a day and how many are being canceled?

It’s a cluster. We’re pretty short staffed too. Not much else to say at this point. Employee morale is at an all time low it seems. I’m just waiting for our station manager to retire.

^ this. It’s been an absolute dumpster fire. Gate changes, aircraft swaps, no flight crews, cancellations, 3 hour delays, mandatory overtime like crazy, call outs like crazy, short staffed, morale is non existent. And it’s only going to get worse before it gets better.

737MAX7 wrote:

southwest1675 wrote:

Runway765 wrote:

How have WN ops been holding up at BNA? Roughly how many flights are they doing a day and how many are being canceled?

It’s a cluster. We’re pretty short staffed too. Not much else to say at this point. Employee morale is at an all time low it seems. I’m just waiting for our station manager to retire.

^ this. It’s been an absolute dumpster fire. Gate changes, aircraft swaps, no flight crews, cancellations, 3 hour delays, mandatory overtime like crazy, call outs like crazy, short staffed, morale is non existent. And it’s only going to get worse before it gets better.

What on earth happened that caused this?

Runway765 wrote:

737MAX7 wrote:

southwest1675 wrote:

It’s a cluster. We’re pretty short staffed too. Not much else to say at this point. Employee morale is at an all time low it seems. I’m just waiting for our station manager to retire.

^ this. It’s been an absolute dumpster fire. Gate changes, aircraft swaps, no flight crews, cancellations, 3 hour delays, mandatory overtime like crazy, call outs like crazy, short staffed, morale is non existent. And it’s only going to get worse before it gets better.

What on earth happened that caused this?

Company added a busy summer schedule without adequate staffing. Then Dallas says the issues are because too many people have taken time off or are sick. I know they’re about 50-60 short on the ramp which is pretty significant. They’re hiring anyone at this point.

Runway765 wrote:

737MAX7 wrote:

southwest1675 wrote:

It’s a cluster. We’re pretty short staffed too. Not much else to say at this point. Employee morale is at an all time low it seems. I’m just waiting for our station manager to retire.

^ this. It’s been an absolute dumpster fire. Gate changes, aircraft swaps, no flight crews, cancellations, 3 hour delays, mandatory overtime like crazy, call outs like crazy, short staffed, morale is non existent. And it’s only going to get worse before it gets better.

What on earth happened that caused this?

Company added a busy summer schedule without adequate staffing. Then Dallas says the issues are because too many people have taken time off or are sick. I know they’re about 50-60 short on the ramp which is pretty significant. They’re hiring anyone at this point.

southwest1675 wrote:

Runway765 wrote:

How have WN ops been holding up at BNA? Roughly how many flights are they doing a day and how many are being canceled?

It’s a cluster. We’re pretty short staffed too. Not much else to say at this point. Employee morale is at an all time low it seems. I’m just waiting for our station manager to retire.

I know of another airline BNA station manager that move on to another career.

I gotta say, after picking someone up from the airport yesterday afternoon, I think it was the busiest I’ve ever seen it. Cars were backed up all the way onto I-40 trying to get in.

TangoCharlie123 wrote:

I gotta say, after picking someone up from the airport yesterday afternoon, I think it was the busiest I’ve ever seen it. Cars were backed up all the way onto I-40 trying to get in.

My ride picking me up on Thursday experienced the same thing.

Can anyone remember whether BNA vision includes an expansion or reworking of the arrivals pickup area? I was thinking while waiting that that area can’t handle much more people traffic.

Yes the BNA vision is going to totally rework the internal roads at BNA. However Donelson pike has to be moved first which is currently in the beginning stages. You can see all the underground stuff currently being moved right next to rwy 2R.

dafunk10 wrote:

TangoCharlie123 wrote:

I gotta say, after picking someone up from the airport yesterday afternoon, I think it was the busiest I’ve ever seen it. Cars were backed up all the way onto I-40 trying to get in.

My ride picking me up on Thursday experienced the same thing.

Can anyone remember whether BNA vision includes an expansion or reworking of the arrivals pickup area? I was thinking while waiting that that area can’t handle much more people traffic.

I’m not sure the curbs will be too bad with three fully open curbs (something we won’t have for a few years). In my view the far more acute pickup problem is insufficient capacity in the cell phone lots. The last couple of times I’ve picked someone up, I’ve just circled, which of course adds to congestion at the curbs.

Anyone remember the 10 minute waiting area in the arrivals area? Good times.

For many years especially during peak travel times I’ve had friends pick up and drop off behind concourse D. They turn onto the Airport Service road off Donelson drive down and around concourse D where it meets Terminal Drive. Little bit of a walk for passenger but it works. It’s our little secret!

Bluegrass60 wrote:

"... inefficient time wise and very dangerous".....ok. How is this efficient use of time: Franklin to BNA and park 45 mins + BNA 45 mins + BNA-IND 45 mins + IND to Carmel 45 mins = 3+ hours and expense = $$$. That's presuming no traffic jams and flight is on time vs drive time @5 hours. During the drive you can be calling clients/colleagues and counting how much money you or your company saves. I doubt there is less truck traffic on 95 vs 65. Anyway, WN could choose to add BNA-IND only if it could attract enough connecting traffic. Highly doubtful as IND-MDW is like 1 flight/day and MDW is much bigger station (ie connections) than BNA.

Carmel is 327 miles from my house. Assuming 50 cents per mile reimbursement which is pretty standard, you’re looking at $327 round trip which is similar to the likely cost of a ticket.

Chicago is much closer to Indianapolis than Nashville and also has lots of competing flights.

You can’t email or work on a laptop in a car. Moreover, you’re at least a thousand times more likely to die driving than flying, which should be a substantial consideration. Driving is incredibly dangerous relative to most activities people do regularly. Of course I drive because I have to, but I aim to drive 500 miles or less monthly to reduce the risk.

Mboyle1988 wrote:

Bluegrass60 wrote:

"... inefficient time wise and very dangerous".....ok. How is this efficient use of time: Franklin to BNA and park 45 mins + BNA 45 mins + BNA-IND 45 mins + IND to Carmel 45 mins = 3+ hours and expense = $$$. That's presuming no traffic jams and flight is on time vs drive time @5 hours. During the drive you can be calling clients/colleagues and counting how much money you or your company saves. I doubt there is less truck traffic on 95 vs 65. Anyway, WN could choose to add BNA-IND only if it could attract enough connecting traffic. Highly doubtful as IND-MDW is like 1 flight/day and MDW is much bigger station (ie connections) than BNA.

Carmel is 327 miles from my house. Assuming 50 cents per mile reimbursement which is pretty standard, you’re looking at $327 round trip which is similar to the likely cost of a ticket.

Chicago is much closer to Indianapolis than Nashville and also has lots of competing flights.

You can’t email or work on a laptop in a car. Moreover, you’re at least a thousand times more likely to die driving than flying, which should be a substantial consideration. Driving is incredibly dangerous relative to most activities people do regularly. Of course I drive because I have to, but I aim to drive 500 miles or less monthly to reduce the risk.

"Chicago is much closer...(@100 miles closer) ...there is also far more business travelers IND-CHI than BNA-IND. Like I said, BNA-IND could happen but it would only work if you could get enough connecting pax...

Bluegrass60 wrote:

Mboyle1988 wrote:

Bluegrass60 wrote:

"... inefficient time wise and very dangerous".....ok. How is this efficient use of time: Franklin to BNA and park 45 mins + BNA 45 mins + BNA-IND 45 mins + IND to Carmel 45 mins = 3+ hours and expense = $$$. That's presuming no traffic jams and flight is on time vs drive time @5 hours. During the drive you can be calling clients/colleagues and counting how much money you or your company saves. I doubt there is less truck traffic on 95 vs 65. Anyway, WN could choose to add BNA-IND only if it could attract enough connecting traffic. Highly doubtful as IND-MDW is like 1 flight/day and MDW is much bigger station (ie connections) than BNA.

Carmel is 327 miles from my house. Assuming 50 cents per mile reimbursement which is pretty standard, you’re looking at $327 round trip which is similar to the likely cost of a ticket.

Chicago is much closer to Indianapolis than Nashville and also has lots of competing flights.

You can’t email or work on a laptop in a car. Moreover, you’re at least a thousand times more likely to die driving than flying, which should be a substantial consideration. Driving is incredibly dangerous relative to most activities people do regularly. Of course I drive because I have to, but I aim to drive 500 miles or less monthly to reduce the risk.

"Chicago is much closer...(@100 miles closer) ...there is also far more business travelers IND-CHI than BNA-IND. Like I said, BNA-IND could happen but it would only work if you could get enough connecting pax...

The drive time difference between IND-CHI and IND-BNA is less than the difference in mileage would suggest because the drive to Chicago involves at a minimum the northwest Indiana mess and also for many passengers getting through or around downtown. The difference is market size because Chicago is so much larger and has more geographic ties. I’d guess that the IND-CHI local market (most of which drives) is on the order of ten times larger than the IND-BNA local market.

Mboyle1988 wrote:

Bluegrass60 wrote:

"... inefficient time wise and very dangerous".....ok. How is this efficient use of time: Franklin to BNA and park 45 mins + BNA 45 mins + BNA-IND 45 mins + IND to Carmel 45 mins = 3+ hours and expense = $$$. That's presuming no traffic jams and flight is on time vs drive time @5 hours. During the drive you can be calling clients/colleagues and counting how much money you or your company saves. I doubt there is less truck traffic on 95 vs 65. Anyway, WN could choose to add BNA-IND only if it could attract enough connecting traffic. Highly doubtful as IND-MDW is like 1 flight/day and MDW is much bigger station (ie connections) than BNA.

Carmel is 327 miles from my house. Assuming 50 cents per mile reimbursement which is pretty standard, you’re looking at $327 round trip which is similar to the likely cost of a ticket.

Chicago is much closer to Indianapolis than Nashville and also has lots of competing flights.

You can’t email or work on a laptop in a car. Moreover, you’re at least a thousand times more likely to die driving than flying, which should be a substantial consideration. Driving is incredibly dangerous relative to most activities people do regularly. Of course I drive because I have to, but I aim to drive 500 miles or less monthly to reduce the risk.

It’s also worth noting that Chicago has significantly more connecting traffic than BNA ever will. Comparing the two cities isn’t exactly an apples to apples comparison.