dfwfanboy wrote:codc10 wrote:
But if your conclusion is that United hasn’t “tried hard enough” to secure JFK slots simply on the basis that to date they have not, in fact, obtained use of permanent slots after the exemption period, that’s a pretty facile and circular argument. To paraphrase Robin Williams in Awakenings, “if you were right, I would agree with you.”
When you hold United’s deck of bargaining cards and NZ + Norse Atlantic get JFK slots while you’re looking… yeah, they just don’t care enough to pay for them. Plenty of airlines at JFK would trade United for JfK slots if United was actually willing to trade valuable assets. Which again, I don’t think they should, but it just shows JFK actually isn’t that valuable to them to bargain with their key assets that aa, dl, and b6 would want.
You don’t get it do you? Norse Atlantic are doing the same as Norwegian, using later slots than the ‘optimal’ Trans Atlantic flights. Finding slots for a 10pm or 11pm departure is easy enough.
That’s totally different to needing ~10 slots throughout the day, optimally timed for business passengers. The only airlines with the scale at JFK to provide those sorts of slots are B6, DL and AA, all of whom would not be keen to facilitate greater premium transcon competition.
I did wonder whether B6 and UA could do a deal that neither would like, with more EWR gates for B6 in return for some JFK slots (and maybe 2 gates at Terminal 5) for UA. Neither would have wanted to give that up, but also wanted what the other had. As it is, it looks like B6 are picking up a decent number of gates in the new Terminal A, so I can’t see the happening now.
After that, it’s hard to see what else UA had to offer. DCA slots? Gates at SFO? I can’t see them giving up LHR slots, having picked up the NZ slots for their own growth. The fact that none of United’s hubs are slot controlled, albeit subject to level 2 restrictions, means that they don’t have much to trade.