Moderators: richierich, ua900, PanAm_DC10, hOMSaR
pmanni1 wrote:I don't predict anything new from any airline except WN. Last summer WN tested adding CLT,ORF,GRR & PVD and only CLT became permanent. Possibly one of these will be added back along with CVG being added.
Jshank83 wrote:January frequency spreadsheet.
Max day
WN - 51
AA - 19
DL - 14
UA - 11
F9 - 4
G4 - 3
Link:
https://docs.google.com/spreadsheets/d/ ... sp=sharing
PSAatSAN4Ever wrote:Question for those who know: from Google Satellite, I am seeing the "E" concourse slowly expanding into the former "D" concourse.
How many former D gates are now E gates?
Are there plans to renovate more D gates in the near future? Are there plans to renovate more? Are there plans to reopen the A/B/C/D concourses to E? I know it can be done with permission (I have seen the YouTube videos), but not to the general public. And there's no need - yet.
What about Concourse A? Has it been renovated?
And what about the end of Concourse C? The "international" area has been sitting empty for a long time - are there any plans for that?
Thanks in advance for the replies!
Jshank83 wrote:Of what I consider old D 4 have been remodeled although some might say 7. But once you get around the last elbow it is 4.
I was told by multiple people they were planning on remodeling the next 3 or 4 gates in 2020, but I assume now that has been put on hold until traffic comes back. I also was under the impression when the remodel the next bank of gates it is likely they would open it up, but I am not 100% sure on that.
I am pretty sure A was somewhat renovated a couple years ago to match C. New lights, maybe new floor. I can't remember what all they did. I wouldn't say it was extensive.
They put out an RFP for plans to have a new Customs area. I would think reopening the one is C would be one option but I am not sure that is the route they will go. I think right now they are just treating C like they are D. They will open it as needed. They just did renovate 2 more gates in it C about a year and a half ago. It has been completed but they will not open them until they are needed.
PSAatSAN4Ever wrote:One last question I should have asked in my first post: wasn't there a shuttle service than ran from one of the south-side C gates to the middle of the D gates after TWA took over Ozark? And wasn't there a fee for passengers? How long did that last?
Thanks again for the info!!
Jshank83 wrote:PSAatSAN4Ever wrote:Question for those who know: from Google Satellite, I am seeing the "E" concourse slowly expanding into the former "D" concourse.
How many former D gates are now E gates?
Are there plans to renovate more D gates in the near future? Are there plans to renovate more? Are there plans to reopen the A/B/C/D concourses to E? I know it can be done with permission (I have seen the YouTube videos), but not to the general public. And there's no need - yet.
What about Concourse A? Has it been renovated?
And what about the end of Concourse C? The "international" area has been sitting empty for a long time - are there any plans for that?
Thanks in advance for the replies!
Of what I consider old D 4 have been remodeled although some might say 7. But once you get around the last elbow it is 4.
I was told by multiple people they were planning on remodeling the next 3 or 4 gates in 2020, but I assume now that has been put on hold until traffic comes back. I also was under the impression when the remodel the next bank of gates it is likely they would open it up, but I am not 100% sure on that.
I am pretty sure A was somewhat renovated a couple years ago to match C. New lights, maybe new floor. I can't remember what all they did. I wouldn't say it was extensive.
They put out an RFP for plans to have a new Customs area. I would think reopening the one is C would be one option but I am not sure that is the route they will go. I think right now they are just treating C like they are D. They will open it as needed. They just did renovate 2 more gates in it C about a year and a half ago. It has been completed but they will not open them until they are needed.
GreenCountry wrote:PSAatSAN4Ever wrote:One last question I should have asked in my first post: wasn't there a shuttle service than ran from one of the south-side C gates to the middle of the D gates after TWA took over Ozark? And wasn't there a fee for passengers? How long did that last?
Thanks again for the info!!
Yes, there was definitely a shuttle service between C and D. No, there was no fee for passengers. I don't know how long it lasted.
dcaproducer wrote:GreenCountry wrote:PSAatSAN4Ever wrote:One last question I should have asked in my first post: wasn't there a shuttle service than ran from one of the south-side C gates to the middle of the D gates after TWA took over Ozark? And wasn't there a fee for passengers? How long did that last?
Thanks again for the info!!
Yes, there was definitely a shuttle service between C and D. No, there was no fee for passengers. I don't know how long it lasted.
There was a free “mobile lounge” that ran between C/D.
You can see it outlined on this older terminal map.
http://www.departedflights.com/STL89.html
Jshank83 wrote:BLV-CHS added May 28th
2x weekly.
Up to 12 destinations for BLV now
TWA302 wrote:Jshank83 wrote:BLV-CHS added May 28th
2x weekly.
Up to 12 destinations for BLV now
Was hoping EYW.... ehhhh.
TWA302 wrote:Jshank83 wrote:BLV-CHS added May 28th
2x weekly.
Up to 12 destinations for BLV now
Was hoping EYW.... ehhhh.
Jshank83 wrote:BLV-CHS added May 28th
2x weekly.
Up to 12 destinations for BLV now
stl07 wrote:Jshank83 wrote:BLV-CHS added May 28th
2x weekly.
Up to 12 destinations for BLV now
Never thought we would have 2 airlines to CHS before 2 airlines to BOS
stl07 wrote:So how did we end up not getting WN flights to Sarasota?
Jshank83 wrote:
Well to be fair it is only 3 flights a week between the 2 of them.
.
stlgph wrote:Personally, if I was going to South Carolina, I'd be going to Charleston and sure as hell wouldn't be going to Myrtle Beach.
TWA302 wrote:stlgph wrote:Personally, if I was going to South Carolina, I'd be going to Charleston and sure as hell wouldn't be going to Myrtle Beach.
That's just it. MYR and CHS are totally different and attract two different types of visitors based on what they are looking to do or what experiences they want. I can see why both are available. Beaches, water parks, golf MYR. Culture, history, fine dining, B&B's CHS is a no brainer. Saves 2.5 hour drive from each.
deltaflyertoo wrote:Hey STL folks-
I have question. When looking at satellite maps of the airport and trying to envision what it looked like at peak of TWA's hub operations I get impression that with the layout of the taxiways there would be total gridlock. I.E specifically the closest taxiway that runs parallel to the north side of terminal C. It appears that planes being pushed back from C would be pushed onto that taxiway-in effect blocking it. NOT a big deal by today's standards-I just wonder if TWA had stuck around and was making use of that far west runway for arrivals from west-those planes would inevitably end up on said taxiway coming from the runway only to have conflict w/ those pushing back-AND or planes coming off the north runway are in conflict as soon as the cross the south runway. Is it possible that area is big enough for planes to push back AND planes use the taxiway simultaneosly hence making it just an illusion the map?
dcaproducer wrote:deltaflyertoo wrote:Hey STL folks-
I have question. When looking at satellite maps of the airport and trying to envision what it looked like at peak of TWA's hub operations I get impression that with the layout of the taxiways there would be total gridlock. I.E specifically the closest taxiway that runs parallel to the north side of terminal C. It appears that planes being pushed back from C would be pushed onto that taxiway-in effect blocking it. NOT a big deal by today's standards-I just wonder if TWA had stuck around and was making use of that far west runway for arrivals from west-those planes would inevitably end up on said taxiway coming from the runway only to have conflict w/ those pushing back-AND or planes coming off the north runway are in conflict as soon as the cross the south runway. Is it possible that area is big enough for planes to push back AND planes use the taxiway simultaneosly hence making it just an illusion the map?
There are parallel taxiways on the north end of C. That side of the concourse was also where most of the L1011’s, 767’s and 747’s parked. (As well as the end of C)
https://www.flystl.com/uploads/document ... 1-2018.pdf
I grew up in STL and flew often in the 1980’s and 90’s. One of the big issues was between C/D and I often remember having to sit and wait to get into a gate or for a gate to open up.
During bad weather and at peak times there would be a line of planes waiting to takeoff, similar to what you get at ATL and other airports. This is one of the reasons 11/29 was built.
Photo during rush hour: https://www.airliners.net/photo/-/-/248 ... /iIkNc4%3D
TWA302 wrote:stlgph wrote:Personally, if I was going to South Carolina, I'd be going to Charleston and sure as hell wouldn't be going to Myrtle Beach.
That's just it. MYR and CHS are totally different and attract two different types of visitors based on what they are looking to do or what experiences they want. I can see why both are available. Beaches, water parks, golf MYR. Culture, history, fine dining, B&B's CHS is a no brainer. Saves 2.5 hour drive from each.
TWA302 wrote:dcaproducer wrote:deltaflyertoo wrote:Hey STL folks-
I have question. When looking at satellite maps of the airport and trying to envision what it looked like at peak of TWA's hub operations I get impression that with the layout of the taxiways there would be total gridlock. I.E specifically the closest taxiway that runs parallel to the north side of terminal C. It appears that planes being pushed back from C would be pushed onto that taxiway-in effect blocking it. NOT a big deal by today's standards-I just wonder if TWA had stuck around and was making use of that far west runway for arrivals from west-those planes would inevitably end up on said taxiway coming from the runway only to have conflict w/ those pushing back-AND or planes coming off the north runway are in conflict as soon as the cross the south runway. Is it possible that area is big enough for planes to push back AND planes use the taxiway simultaneosly hence making it just an illusion the map?
There are parallel taxiways on the north end of C. That side of the concourse was also where most of the L1011’s, 767’s and 747’s parked. (As well as the end of C)
https://www.flystl.com/uploads/document ... 1-2018.pdf
I grew up in STL and flew often in the 1980’s and 90’s. One of the big issues was between C/D and I often remember having to sit and wait to get into a gate or for a gate to open up.
During bad weather and at peak times there would be a line of planes waiting to takeoff, similar to what you get at ATL and other airports. This is one of the reasons 11/29 was built.
Photo during rush hour: https://www.airliners.net/photo/-/-/248 ... /iIkNc4%3D
As much flak as W1W received, it has proved very beneficial. 2031 marks the maturity date of the $1.1B price tag.
deltaflyertoo wrote:Hey STL folks-
I have question. When looking at satellite maps of the airport and trying to envision what it looked like at peak of TWA's hub operations I get impression that with the layout of the taxiways there would be total gridlock. I.E specifically the closest taxiway that runs parallel to the north side of terminal C. It appears that planes being pushed back from C would be pushed onto that taxiway-in effect blocking it. NOT a big deal by today's standards-I just wonder if TWA had stuck around and was making use of that far west runway for arrivals from west-those planes would inevitably end up on said taxiway coming from the runway only to have conflict w/ those pushing back-AND or planes coming off the north runway are in conflict as soon as the cross the south runway. Is it possible that area is big enough for planes to push back AND planes use the taxiway simultaneosly hence making it just an illusion the map?
stlgph wrote:Yes, when TWA was around - there were planes planes and more planes - everywhere, anywhere and well, if you happened to ever see one sitting out on I-70 - you wouldn't have been surprised -- all on taxi to a runway, from a runway, or waiting for a gate.
And my, what we wouldn't give it to have those days again.
dcaproducer wrote:stlgph wrote:Yes, when TWA was around - there were planes planes and more planes - everywhere, anywhere and well, if you happened to ever see one sitting out on I-70 - you wouldn't have been surprised -- all on taxi to a runway, from a runway, or waiting for a gate.
And my, what we wouldn't give it to have those days again.
Remember the parking lot off of Lindbergh where people would sit and watch the planes landing? We’d play a game to guess anything that wasn’t a TWA aircraft. Haha
dcaproducer wrote:stlgph wrote:Yes, when TWA was around - there were planes planes and more planes - everywhere, anywhere and well, if you happened to ever see one sitting out on I-70 - you wouldn't have been surprised -- all on taxi to a runway, from a runway, or waiting for a gate.
And my, what we wouldn't give it to have those days again.
Remember the parking lot off of Lindbergh where people would sit and watch the planes landing? We’d play a game to guess anything that wasn’t a TWA aircraft. Haha
Jshank83 wrote:October stats for BLV are out.
October was UP 10 passengers over last year.
Now down 26% on the year.
I am impressed they are actually up over last year for a month.
Jshank83 wrote:October stats for BLV are out.
October was UP 10 passengers over last year.
Now down 26% on the year.
I am impressed they are actually up over last year for a month.
maps4ltd wrote:The placeholder summer schedule has a 737-700 on STL-EWR for United. Probably won't hold (they haven't gotten around to cutting summer much), but nice to see anyway.