Moderators: richierich, ua900, PanAm_DC10, hOMSaR
Hammmmmmer wrote:Didn’t see this one coming! Delta to resume IAD-LGA on November 1st https://www.aeroroutes.com/eng/220911-dlnw22lgaiad
lawair wrote:USAirALB wrote:By contrast, the schedules at BWI and DCA, respectively, at the time were:
ORD: 4x ERJ
DFW: 4x S80, 1x 738, 2x 752
MIA: 3x 752
JFK: 1x ERJ
SJU: 1x 752
STL: 3x ERJ
=19 daily flights (I'm surprised how 752 heavy BWI was)
I was always surprised by how 757-heavy BWI was back in those days. All the majors flew them regularly at some point. DL and US obviously, but also HP, TW, AA, UA, NW, and even CO. Then they also had FI. And UA and DL were also flying 763s into BWI (UA a few years earlier, alongside DC 10s).
AA does frequently fly 321s everyday to BWI today but it's not the same
Speedy752 wrote:ahj2000 wrote:Since people seem to be getting their Silver Line news from this thread… “Simulated Service” begins Oct 3 and runs to the 17th. Hiring is complete. That means that we should have WMATA approve the line and start service to Dulles and Ashburn by “fall”…most likely late October/early November from what I heard from a Metro employee at L’Enfant the other day.
Gain a few stations, lose a few stations on DC this fall.
https://www.ffxnow.com/2022/09/08/simul ... uncertain/
New to the area, so this will be operating presumably by year end? I’ve never used Dulles because it felt far away from DC when traveling and now I use DCA because I can Metro to it. I’d love to have the flight options of a larger city accessible by train, I just didn’t know this was close to completion
Hammmmmmer wrote:Didn’t see this one coming! Delta to resume IAD-LGA on November 1st https://www.aeroroutes.com/eng/220911-dlnw22lgaiad
N292UX wrote:Hammmmmmer wrote:Didn’t see this one coming! Delta to resume IAD-LGA on November 1st https://www.aeroroutes.com/eng/220911-dlnw22lgaiad
Definitely some slot squatting going on here.
USAirALB wrote:
Back to UA, I've often wondered how they holistically view the BWI station as part of their network. IIRC, it's a WAS co-terminal for them in terms of staffing, and WAS based crews may have trips that start and end in BWI.
atcsundevil wrote:N292UX wrote:Hammmmmmer wrote:Didn’t see this one coming! Delta to resume IAD-LGA on November 1st https://www.aeroroutes.com/eng/220911-dlnw22lgaiad
Definitely some slot squatting going on here.
Probably, but it's far less egregious than running 10 daily flights from Philly.
IADCA wrote:atcsundevil wrote:N292UX wrote:Definitely some slot squatting going on here.
Probably, but it's far less egregious than running 10 daily flights from Philly.
I think there may be a fairly significant and newly-moved corporate contract driving this one.
ahj2000 wrote:Since people seem to be getting their Silver Line news from this thread… “Simulated Service” begins Oct 3 and runs to the 17th. Hiring is complete. That means that we should have WMATA approve the line and start service to Dulles and Ashburn by “fall”…most likely late October/early November from what I heard from a Metro employee at L’Enfant the other day.
Gain a few stations, lose a few stations on DC this fall.
https://www.ffxnow.com/2022/09/08/simul ... uncertain/
IADCA wrote:jplatts wrote:BWIAirport wrote:Realistically BWI is likely done adding TATL routes for a couple years after landing both Play and Icelandair to KEF for 2022.
....
It is clear from the distances above that the majority of Americans who are flying into NRT are going to destinations that are further from the airport, whereas most Americans who are flying domestically within the contiguous U.S. are going to destinations that are closer to the airport.
...Which is why people prefer to fly to HND whenever possible.
I seriously don't get the point of your post. Think of DC as being a clock. Then draw a line 12-6, right through the Capitol. Most of the money (business and personal) is between 6 and 12, and the proportion is even higher for Asia destined traffic, both business and personal. Now Where is IAD located? Where is BWI?
BWI gets DC passengers primarily because of cost. It is convenient for many of the more budget-sensitive suburbs and is convenient enough to downtown that people can also use it for visiting DC itself. But it loses badly to DCA on the latter. None of this is a bad thing, but it's in exactly the wrong place to be useful for Asia (and specifically Japan) centric traffic to/from the DC area.
zakuivcustom wrote:IADCA wrote:jplatts wrote:....
It is clear from the distances above that the majority of Americans who are flying into NRT are going to destinations that are further from the airport, whereas most Americans who are flying domestically within the contiguous U.S. are going to destinations that are closer to the airport.
...Which is why people prefer to fly to HND whenever possible.
I seriously don't get the point of your post. Think of DC as being a clock. Then draw a line 12-6, right through the Capitol. Most of the money (business and personal) is between 6 and 12, and the proportion is even higher for Asia destined traffic, both business and personal. Now Where is IAD located? Where is BWI?
BWI gets DC passengers primarily because of cost. It is convenient for many of the more budget-sensitive suburbs and is convenient enough to downtown that people can also use it for visiting DC itself. But it loses badly to DCA on the latter. None of this is a bad thing, but it's in exactly the wrong place to be useful for Asia (and specifically Japan) centric traffic to/from the DC area.
And quite frankly people seems to be overestimating the amount of DC area (throw in Baltimore area as well) to East Asia traffic. Even before the pandemic (which mess up East Asia demands even further) UA doesn't have their own flight to Tokyo (that's NH), there's Korean Air to ICN but they fly that route alone. CA/UA to PEK but you don't have flights to PVG. Then there's that (now suspended and god knows if it'll ever restart) CX flight to HKG, but that only flew for like 2 years. No JL, no MU/CZ/other Chinese carriers, no CI/BR.
And lots of ethnic Korean along with some ethnic Chinese in Howard County that's like 30mins max (if even that) to BWI, doesn't mean they don't just go to IAD...
IADCA wrote:zakuivcustom wrote:IADCA wrote:
...Which is why people prefer to fly to HND whenever possible.
I seriously don't get the point of your post. Think of DC as being a clock. Then draw a line 12-6, right through the Capitol. Most of the money (business and personal) is between 6 and 12, and the proportion is even higher for Asia destined traffic, both business and personal. Now Where is IAD located? Where is BWI?
BWI gets DC passengers primarily because of cost. It is convenient for many of the more budget-sensitive suburbs and is convenient enough to downtown that people can also use it for visiting DC itself. But it loses badly to DCA on the latter. None of this is a bad thing, but it's in exactly the wrong place to be useful for Asia (and specifically Japan) centric traffic to/from the DC area.
And quite frankly people seems to be overestimating the amount of DC area (throw in Baltimore area as well) to East Asia traffic. Even before the pandemic (which mess up East Asia demands even further) UA doesn't have their own flight to Tokyo (that's NH), there's Korean Air to ICN but they fly that route alone. CA/UA to PEK but you don't have flights to PVG. Then there's that (now suspended and god knows if it'll ever restart) CX flight to HKG, but that only flew for like 2 years. No JL, no MU/CZ/other Chinese carriers, no CI/BR.
And lots of ethnic Korean along with some ethnic Chinese in Howard County that's like 30mins max (if even that) to BWI, doesn't mean they don't just go to IAD...
Isn't UA opening IAD-HND next month? I know I've done IAD-NRT and back on their metal (the old 2-4-2 business on a 772) in the fairly recent past pre-pandemic.
But yeah. DC is not any of the major West Coast cities or NYC in terms of Asia traffic.
zakuivcustom wrote:And quite frankly people seems to be overestimating the amount of DC area (throw in Baltimore area as well) to East Asia traffic. Even before the pandemic (which mess up East Asia demands even further) UA doesn't have their own flight to Tokyo (that's NH), there's Korean Air to ICN but they fly that route alone. CA/UA to PEK but you don't have flights to PVG. Then there's that (now suspended and god knows if it'll ever restart) CX flight to HKG, but that only flew for like 2 years. No JL, no MU/CZ/other Chinese carriers, no CI/BR.
And lots of ethnic Korean along with some ethnic Chinese in Howard County that's like 30mins max (if even that) to BWI, doesn't mean they don't just go to IAD...
zakuivcustom wrote:UA doesn't have their own flight to Tokyo (that's NH)
Speedy752 wrote:ahj2000 wrote:Since people seem to be getting their Silver Line news from this thread… “Simulated Service” begins Oct 3 and runs to the 17th. Hiring is complete. That means that we should have WMATA approve the line and start service to Dulles and Ashburn by “fall”…most likely late October/early November from what I heard from a Metro employee at L’Enfant the other day.
Gain a few stations, lose a few stations on DC this fall.
https://www.ffxnow.com/2022/09/08/simul ... uncertain/
New to the area, so this will be operating presumably by year end? I’ve never used Dulles because it felt far away from DC when traveling and now I use DCA because I can Metro to it. I’d love to have the flight options of a larger city accessible by train, I just didn’t know this was close to completion
atcsundevil wrote:zakuivcustom wrote:And quite frankly people seems to be overestimating the amount of DC area (throw in Baltimore area as well) to East Asia traffic. Even before the pandemic (which mess up East Asia demands even further) UA doesn't have their own flight to Tokyo (that's NH), there's Korean Air to ICN but they fly that route alone. CA/UA to PEK but you don't have flights to PVG. Then there's that (now suspended and god knows if it'll ever restart) CX flight to HKG, but that only flew for like 2 years. No JL, no MU/CZ/other Chinese carriers, no CI/BR.
And lots of ethnic Korean along with some ethnic Chinese in Howard County that's like 30mins max (if even that) to BWI, doesn't mean they don't just go to IAD...
UA operated IAD-NRT for years. The shift to HND was scheduled for March 2020. This article is from August 2019:
"United already services Tokyo's other airport, Narita International Airport, with several flights each week, although the addition of the Haneda flights will mean that United will no longer fly direct from Dulles into Narita; instead, its nonstops from this region will go to Haneda."
https://www.bizjournals.com/washington/ ... rport.html
I don't think any of us reasonable folks were overestimating flights to East Asia. Pre covid, there were 6-7 daily flights to East Asia, and that was probably about right. I suspect it'll take another few years to get back to that point.
zakuivcustom wrote:atcsundevil wrote:zakuivcustom wrote:And quite frankly people seems to be overestimating the amount of DC area (throw in Baltimore area as well) to East Asia traffic. Even before the pandemic (which mess up East Asia demands even further) UA doesn't have their own flight to Tokyo (that's NH), there's Korean Air to ICN but they fly that route alone. CA/UA to PEK but you don't have flights to PVG. Then there's that (now suspended and god knows if it'll ever restart) CX flight to HKG, but that only flew for like 2 years. No JL, no MU/CZ/other Chinese carriers, no CI/BR.
And lots of ethnic Korean along with some ethnic Chinese in Howard County that's like 30mins max (if even that) to BWI, doesn't mean they don't just go to IAD...
UA operated IAD-NRT for years. The shift to HND was scheduled for March 2020. This article is from August 2019:
"United already services Tokyo's other airport, Narita International Airport, with several flights each week, although the addition of the Haneda flights will mean that United will no longer fly direct from Dulles into Narita; instead, its nonstops from this region will go to Haneda."
https://www.bizjournals.com/washington/ ... rport.html
I don't think any of us reasonable folks were overestimating flights to East Asia. Pre covid, there were 6-7 daily flights to East Asia, and that was probably about right. I suspect it'll take another few years to get back to that point.
I stand corrected...I did remembered UA flying to Tokyo pre-virus but just couldn't find anything.
My response about demands to East Asia was mainly referring to the suggestion of flights to East Asia from BWI - when even IAD doesn't exactly have that many East Asia flights even compared to BOS.
zakuivcustom wrote:IADCA wrote:jplatts wrote:....
It is clear from the distances above that the majority of Americans who are flying into NRT are going to destinations that are further from the airport, whereas most Americans who are flying domestically within the contiguous U.S. are going to destinations that are closer to the airport.
...Which is why people prefer to fly to HND whenever possible.
I seriously don't get the point of your post. Think of DC as being a clock. Then draw a line 12-6, right through the Capitol. Most of the money (business and personal) is between 6 and 12, and the proportion is even higher for Asia destined traffic, both business and personal. Now Where is IAD located? Where is BWI?
BWI gets DC passengers primarily because of cost. It is convenient for many of the more budget-sensitive suburbs and is convenient enough to downtown that people can also use it for visiting DC itself. But it loses badly to DCA on the latter. None of this is a bad thing, but it's in exactly the wrong place to be useful for Asia (and specifically Japan) centric traffic to/from the DC area.
And quite frankly people seems to be overestimating the amount of DC area (throw in Baltimore area as well) to East Asia traffic. Even before the pandemic (which mess up East Asia demands even further) UA doesn't have their own flight to Tokyo (that's NH), there's Korean Air to ICN but they fly that route alone. CA/UA to PEK but you don't have flights to PVG. Then there's that (now suspended and god knows if it'll ever restart) CX flight to HKG, but that only flew for like 2 years. No JL, no MU/CZ/other Chinese carriers, no CI/BR.
And lots of ethnic Korean along with some ethnic Chinese in Howard County that's like 30mins max (if even that) to BWI, doesn't mean they don't just go to IAD...
iadbudd wrote:zakuivcustom wrote:IADCA wrote:
...Which is why people prefer to fly to HND whenever possible.
I seriously don't get the point of your post. Think of DC as being a clock. Then draw a line 12-6, right through the Capitol. Most of the money (business and personal) is between 6 and 12, and the proportion is even higher for Asia destined traffic, both business and personal. Now Where is IAD located? Where is BWI?
BWI gets DC passengers primarily because of cost. It is convenient for many of the more budget-sensitive suburbs and is convenient enough to downtown that people can also use it for visiting DC itself. But it loses badly to DCA on the latter. None of this is a bad thing, but it's in exactly the wrong place to be useful for Asia (and specifically Japan) centric traffic to/from the DC area.
And quite frankly people seems to be overestimating the amount of DC area (throw in Baltimore area as well) to East Asia traffic. Even before the pandemic (which mess up East Asia demands even further) UA doesn't have their own flight to Tokyo (that's NH), there's Korean Air to ICN but they fly that route alone. CA/UA to PEK but you don't have flights to PVG. Then there's that (now suspended and god knows if it'll ever restart) CX flight to HKG, but that only flew for like 2 years. No JL, no MU/CZ/other Chinese carriers, no CI/BR.
And lots of ethnic Korean along with some ethnic Chinese in Howard County that's like 30mins max (if even that) to BWI, doesn't mean they don't just go to IAD...
Cathay Pacific closed their IAD station. No longer suspended. I believe the same happened to the SEA station as well.
USAirALB wrote:United is postponing the relaunch of both Tokyo and Beijing service from IAD until March 2023.
Obviously PEK isn't surprising, but HND somewhat is especially how close-in to the resumption date we were...bookings must have been poor. Makes sense though imo, and everyone likely can easily be re-accommodated onto NH, who re-starts daily service late October.
I wonder if IAD-PEK will ever fly again, given China's stance on Covid and the recent deterioration of US/China relations. I would be interested to know the historic performance of the route...wasn't it a 744 at one point in the late 2000s?
DCA350 wrote:USAirALB wrote:United is postponing the relaunch of both Tokyo and Beijing service from IAD until March 2023.
Obviously PEK isn't surprising, but HND somewhat is especially how close-in to the resumption date we were...bookings must have been poor. Makes sense though imo, and everyone likely can easily be re-accommodated onto NH, who re-starts daily service late October.
I wonder if IAD-PEK will ever fly again, given China's stance on Covid and the recent deterioration of US/China relations. I would be interested to know the historic performance of the route...wasn't it a 744 at one point in the late 2000s?
I could be wrong but I think PEK was always 777.. I remember when it launched. But IAD had a good amount of 747s at one point, so it's possible they were subbed on the route occasionally..
USAirALB wrote:DCA350 wrote:USAirALB wrote:United is postponing the relaunch of both Tokyo and Beijing service from IAD until March 2023.
Obviously PEK isn't surprising, but HND somewhat is especially how close-in to the resumption date we were...bookings must have been poor. Makes sense though imo, and everyone likely can easily be re-accommodated onto NH, who re-starts daily service late October.
I wonder if IAD-PEK will ever fly again, given China's stance on Covid and the recent deterioration of US/China relations. I would be interested to know the historic performance of the route...wasn't it a 744 at one point in the late 2000s?
I could be wrong but I think PEK was always 777.. I remember when it launched. But IAD had a good amount of 747s at one point, so it's possible they were subbed on the route occasionally..
I think it was mostly a 777 (and IIRC was launched as a 777). It might have been a 744 during the 2008 Summer Olympics maybe?
USAirALB wrote:United is postponing the relaunch of both Tokyo and Beijing service from IAD until March 2023.
Obviously PEK isn't surprising, but HND somewhat is especially how close-in to the resumption date we were...bookings must have been poor. Makes sense though imo, and everyone likely can easily be re-accommodated onto NH, who re-starts daily service late October.
I wonder if IAD-PEK will ever fly again, given China's stance on Covid and the recent deterioration of US/China relations. I would be interested to know the historic performance of the route...wasn't it a 744 at one point in the late 2000s?
Kevinflyer wrote:Just curious (Long time lurker, sometime poster)
Why doesn’t Delta have some sort of hub in the DC area? After all, AA has DCA and United has IAD.
Keith2004 wrote:Perhaps just excited as a 757 fan and Delta flyer, but starting 1/9/2022 all 8 flights daily BWI-ATL will be 757s vs the 739 they have mostly been.
757 has not really been on Delta's flights for BWI or DC area in general aside from a few DCA flights.
Speedy752 wrote:New to the area, so this will be operating presumably by year end? I’ve never used Dulles because it felt far away from DC when traveling and now I use DCA because I can Metro to it. I’d love to have the flight options of a larger city accessible by train, I just didn’t know this was close to completion
DCA350 wrote:Keith2004 wrote:Perhaps just excited as a 757 fan and Delta flyer, but starting 1/9/2022 all 8 flights daily BWI-ATL will be 757s vs the 739 they have mostly been.
757 has not really been on Delta's flights for BWI or DC area in general aside from a few DCA flights.
Either Delta has tremendous load factors in the region or they have no where else to send them.. They are running all 757s on RIC and ORF to ATL also.. Quite impressive
Kevinflyer wrote:Why doesn’t Delta have some sort of hub in the DC area? After all, AA has DCA and United has IAD.
graham697 wrote:Kevinflyer wrote:Just curious (Long time lurker, sometime poster)
Why doesn’t Delta have some sort of hub in the DC area? After all, AA has DCA and United has IAD.
Great question - market is largely served well by legacies and LCCs of all stripes between the three airports. Delta had a larger station at DCA post-NW merger, but eventually was able to get the DOT to sign off on the big slot swap between LGA/DCA with pmUS. There was a period they were going head to head with US and I moved a bunch of my flying to them. I think it was mostly them trying to get US to make more concessions which worked.
DL has bidded and was awarded some extra slots for 'unique destinations' from DCA, so they do some interesting flying mostly connection though.
b777900 wrote:Does anyone know when DL stopped using the 757 to ATL from DCA I still see the 757 to SLC but that is all?
Keith2004 wrote:DCA350 wrote:Keith2004 wrote:Perhaps just excited as a 757 fan and Delta flyer, but starting 1/9/2022 all 8 flights daily BWI-ATL will be 757s vs the 739 they have mostly been.
757 has not really been on Delta's flights for BWI or DC area in general aside from a few DCA flights.
Either Delta has tremendous load factors in the region or they have no where else to send them.. They are running all 757s on RIC and ORF to ATL also.. Quite impressive
I think it is a mix of both, for DC area at least.
In the delta fleet thread there is talk of 757s being largely moved to shorter routes because of the fuel efficiency of 757 vs newer planes.
As to capacity, I assume DMV just has that much demand. 24 flights a day to ATL!
BWI -ATL - 8 Daily 757
DCA -ATL - 8 Daily (7× a320 and 1× 757)
IAD -ATL - 8 Daily (6×717 and 2× a320)
Just pulled from a random day in January 2023, interesting to see BWI with the most capacity...wonder if it is because no other US3 is hubbed at BWI....certainly no premium cabin competition (20 FC seats at BWI vs 12 and 16 at IAD/DCA)
BWIAirport wrote:Keith2004 wrote:DCA350 wrote:
Either Delta has tremendous load factors in the region or they have no where else to send them.. They are running all 757s on RIC and ORF to ATL also.. Quite impressive
I think it is a mix of both, for DC area at least.
In the delta fleet thread there is talk of 757s being largely moved to shorter routes because of the fuel efficiency of 757 vs newer planes.
As to capacity, I assume DMV just has that much demand. 24 flights a day to ATL!
BWI -ATL - 8 Daily 757
DCA -ATL - 8 Daily (7× a320 and 1× 757)
IAD -ATL - 8 Daily (6×717 and 2× a320)
Just pulled from a random day in January 2023, interesting to see BWI with the most capacity...wonder if it is because no other US3 is hubbed at BWI....certainly no premium cabin competition (20 FC seats at BWI vs 12 and 16 at IAD/DCA)
You're certainly right about the premium cabin point, for a regular economy traveler they can choose from WN, F9, NK, and DL on BWI-ATL. So with that in mind, I'm not sure it's purely a competition thing.
Non-DL flights from the DMV to ATL (just pulled from today for example's sake)
IAD-ATL-------F/C/Y-------|-----DCA-ATL---------F/C/Y-----|--BWI-ATL------------------------------F/C/Y (counting big ULCC seats as C)
UA 73G x2----24/0/228--|------WN 73G x4-----0/0/572---|--WN 73G x3--------------------------0/0/429
UA 319 x1-----12/0/114--|------AA E75 x4------48/0/256-|---WN 738 x1---------------------------0/0/175
UA E75 x2-----24/0/116--|-----AA CRJ9 x1-----9/0/67----|---NK x3 (1 each 319, 320, 321)---0/26/529
WN 3M8 x1----0/ 0/175--|-----AA E70 x1-------8/0/72----|---F9 20N x1-----------------------------0/36/132
Total seats-----60/0/633-|-------------------------65/0/967--|----------------------------------------------0/62/1,265
So yes, clearly an absence of a first class product, certainly heavy Y competition though. In my experience, just about every DL BWI-ATL flight that I've flown on has been packed. Never flown WN BWI-ATL.
graham697 wrote:Kevinflyer wrote:Just curious (Long time lurker, sometime poster)
Why doesn’t Delta have some sort of hub in the DC area? After all, AA has DCA and United has IAD.
Great question - market is largely served well by legacies and LCCs of all stripes between the three airports. Delta had a larger station at DCA post-NW merger, but eventually was able to get the DOT to sign off on the big slot swap between LGA/DCA with pmUS. There was a period they were going head to head with US and I moved a bunch of my flying to them. I think it was mostly them trying to get US to make more concessions which worked.
DL has bidded and was awarded some extra slots for 'unique destinations' from DCA, so they do some interesting flying mostly connection though.
Kevinflyer wrote:I guess the extra slots are why Delta operates some non-hub to non-hub routes like Omaha to DCA, then?
Kevinflyer wrote:graham697 wrote:Kevinflyer wrote:Just curious (Long time lurker, sometime poster)
Why doesn’t Delta have some sort of hub in the DC area? After all, AA has DCA and United has IAD.
Great question - market is largely served well by legacies and LCCs of all stripes between the three airports. Delta had a larger station at DCA post-NW merger, but eventually was able to get the DOT to sign off on the big slot swap between LGA/DCA with pmUS. There was a period they were going head to head with US and I moved a bunch of my flying to them. I think it was mostly them trying to get US to make more concessions which worked.
DL has bidded and was awarded some extra slots for 'unique destinations' from DCA, so they do some interesting flying mostly connection though.
I guess the extra slots are why Delta operates some non-hub to non-hub routes like Omaha to DCA, then?
I guess it makes sense for Delta not to focus on DC, considering all the effort they putting into BOS combined with other close-by hubs like ATL, DTW, and JFK, which can serve domestic and international traffic with fairly short layovers.
LoudounHound wrote:IIRC, all three WAS airports registered mid-20s million passengers annually pre-pandemic. Industry wide, I think most projections see a return to pre-pandemic totals within three years or so. BWI seems to have come back the strongest so far, owing to its LCC and VFR focus. DCA awaits the return of business traffic, while IAD lags a bit due to its international exposure. My question to the group: which of the three airports do you think will be the first to hit 30 million passengers, and when?
dcaproducer wrote:LoudounHound wrote:IIRC, all three WAS airports registered mid-20s million passengers annually pre-pandemic. Industry wide, I think most projections see a return to pre-pandemic totals within three years or so. BWI seems to have come back the strongest so far, owing to its LCC and VFR focus. DCA awaits the return of business traffic, while IAD lags a bit due to its international exposure. My question to the group: which of the three airports do you think will be the first to hit 30 million passengers, and when?
I’m not sure how DCA gets to 30-million with the slot restrictions. It’s still an RJ heavy hub for AA. I think BWI or IAD get there first.
DCA was just under 24million in 2019. Dulles just under 25.
https://www.mwaa.com/sites/mwaa.com/fil ... .10.20.pdf
LoudounHound wrote:IIRC, all three WAS airports registered mid-20s million passengers annually pre-pandemic. Industry wide, I think most projections see a return to pre-pandemic totals within three years or so. BWI seems to have come back the strongest so far, owing to its LCC and VFR focus. DCA awaits the return of business traffic, while IAD lags a bit due to its international exposure. My question to the group: which of the three airports do you think will be the first to hit 30 million passengers, and when?
blockski wrote:Relevant to this conversation - MWAA board docs for this week’s meeting are now posted, including this very interesting air service development presentation:
https://www.mwaa.com/sites/mwaa.com/fil ... Update.pdf
DCA has basically recovered all their seats; interestingly AA is pushing more connecting passengers through than in 2019.
At IAD, they have detailed data on the overall recovery, sitting at about 90% of 2019 levels. Big shifts internationally, with increases in traffic to Africa and Latin America, but obviously Asia is way down. Domestically, UA is operating a similar number of international seats, but fewer domestic seats. United’s O/D passengers are still way down, but they’ve beefed up connecting passengers; and they have some data comparing IAD to other UA hubs.
USAirALB wrote:https://viewfromthewing.com/new-chase-sapphire-lounge-coming-to-washington-dulles/
Given that this says it's going to be a two-story lounge, I would expect this to go in the old Etihad lounge space on A.
It's fascinating how many credit card accessible lounges IAD has/will have, when an airport like ORD virtually has none other than a sole outpost in the international terminal. Then again, I guess that the only way international carriers can afford to have their own dedicated lounges at small outstations like IAD is by earning extra revenue by allowing PP (et al.) members to enter. I can't imagine Virgin's lounge at Dulles would be financially feasible without PP.
LoudounHound wrote:IIRC, all three WAS airports registered mid-20s million passengers annually pre-pandemic. Industry wide, I think most projections see a return to pre-pandemic totals within three years or so. BWI seems to have come back the strongest so far, owing to its LCC and VFR focus. DCA awaits the return of business traffic, while IAD lags a bit due to its international exposure. My question to the group: which of the three airports do you think will be the first to hit 30 million passengers, and when?