Generally speaking, and I know this is hard to generalize cause people live in different places, but what would more people say is the more conveniently located airport, IAH or HOU?

Like if the local news did a poll on that, which would win?

I vote HOU due to relatively easy access to downtown.

Friarboy wrote:

I vote HOU due to relatively easy access to downtown.

The business in Houston are pretty well spread out in the area. HOU may still win for overall proximity to most of the populace, but IAH can be easier to get to and still has greater connectivity.

Yup, HOU is closer...I live downtown and IAH is easily twice the time to get to. However, more options from IAH and there is a huge swath of metro Houston that is closer or equidistant to it. Plus if we dig deeper...it's a larger affluent population that would select IAH.

drerx7 wrote:

Yup, HOU is closer...I live downtown and IAH is easily twice the time to get to. However, more options from IAH and there is a huge swath of metro Houston that is closer or equidistant to it. Plus if we dig deeper...it's a larger affluent population that would select IAH.

Hell, IAH is my choice. My family is up in the Humble area and I grew up with my bedroom window facing the 27 approach. I could tell which aircraft were coming in based on the time of day and engine sound.

LAXPolaris wrote:

Generally speaking, and I know this is hard to generalize cause people live in different places, but what would more people say is the more conveniently located airport, IAH or HOU?

Like if the local news did a poll on that, which would win?

Ask this question in the metro and you will get seven million different opinions LOL

Having lived on both sides of town over the decades, I get both preferences. That said my last two homes in Houston, first in West U and now further south of 8 and west of 288, are both closer to HOU however 98 percent of my flights are from IAH; being global services with UA and doing most of my flying mid and long haul int'l, IAH gets me there non-stop or via one connection so I take the longer drive to IAH . And an extra 20-30 minutes is worth the goodies I get from UA and the lounges and the non-stops.
Plus with my special vet tags I get free parking at the terminal so not having to do the shuttles at IAH helps. YMMV of course.

On another note, kuddos to Mattress Mac again; he gives free furniture to many USOs around the country including IAH and HOU, which he just replaced (with little press or fanfare) so thanks Mac!

I live south of downtown, so IAH is a little further from me. About 30-35 minutes on average. HOU is normally 15-20 minutes.

With that said, neither is far enough to affect the one I choose. I fly UA most of the time, so normally choose IAH, but I'll happily go down to Hobby if it works better for a particular trip.

FlyingSicilian wrote:

LAXPolaris wrote:

Generally speaking, and I know this is hard to generalize cause people live in different places, but what would more people say is the more conveniently located airport, IAH or HOU?

Like if the local news did a poll on that, which would win?

Ask this question in the metro and you will get seven million different opinions LOL

Having lived on both sides of town over the decades, I get both preferences. That said my last two homes in Houston, first in West U and now further south of 8 and west of 288, are both closer to HOU however 98 percent of my flights are from IAH; being global services with UA and doing most of my flying mid and long haul int'l, IAH gets me there non-stop or via one connection so I take the longer drive to IAH . And an extra 20-30 minutes is worth the goodies I get from UA and the lounges and the non-stops.
Plus with my special vet tags I get free parking at the terminal so not having to do the shuttles at IAH helps. YMMV of course.

On another note, kuddos to Mattress Mac again; he gives free furniture to many USOs around the country including IAH and HOU, which he just replaced (with little press or fanfare) so thanks Mac!

Makes sense - appreciate the insight!

FlyingSicilian wrote:

On another note, kuddos to Mattress Mac again; he gives free furniture to many USOs around the country including IAH and HOU, which he just replaced (with little press or fanfare) so thanks Mac!

Mattress Mac needs to be president.

LAXPolaris wrote:

Generally speaking, and I know this is hard to generalize cause people live in different places, but what would more people say is the more conveniently located airport, IAH or HOU?

Like if the local news did a poll on that, which would win?

Depends what sid WOF town one lives on…. However, majority of the areas growth favors IAH…

TWA772LR wrote:

FlyingSicilian wrote:

On another note, kuddos to Mattress Mac again; he gives free furniture to many USOs around the country including IAH and HOU, which he just replaced (with little press or fanfare) so thanks Mac!

Mattress Mac needs to be president.

Naw, he would gamble tax payers money lol..

https://www.chron.com/news/houston-texa ... 081999.php

It continues

LAXPolaris wrote:

Generally speaking, and I know this is hard to generalize cause people live in different places, but what would more people say is the more conveniently located airport, IAH or HOU?

Like if the local news did a poll on that, which would win?

From the western parts of Houston, it's a tossup. It just a matter of what the destination is and which airline flies to it. I sometimes drive from Corpus Christi to either of the airports. I don't like to drive through Houston to get to either airport. The traffic is more chaotic and slower using any of the freeways other than Beltway 8. If I'm drivng to IAH I take Beltway 8 from I-69 going north, and if I'm going to HOU, I take the exit going south.

FlyingSicilian wrote:

https://www.chron.com/news/houston-texas/article/pappas-restaurants-hobby-airport-18081999.php

It continues

And now it's done.

https://www.msn.com/en-us/travel/news/p ... 85c5&ei=26

Live in West Houston, for me IAH is only about 15 minutes longer than HOU. The variety of nonstops from IAH is a no brainer for me to choose IAH. However occasionally I do travel from HOU Southwest has better fares and timings but only personal travel.

TWA772LR wrote:

FlyingSicilian wrote:

On another note, kuddos to Mattress Mac again; he gives free furniture to many USOs around the country including IAH and HOU, which he just replaced (with little press or fanfare) so thanks Mac!

Mattress Mac needs to be president.

Lost all respect for Mac. He should have kept his nose out of politics. Will never buy from him.

Here are the Q4 2022 PDEW's out of Houston Hobby to the top destinations traveled to from Houston Hobby that don't currently have WN nonstop service out of HOU:
HOU-SMF - 91 (WN will be resuming HOU-SMF nonstop service on 6/10/2023)
HOU-DFW - 79 (WN does not currently serve DFW, but WN does have nonstop service to DAL from HOU)
HOU-BOS - 52 (WN will be resuming HOU-BOS nonstop service on 9/10/2023)
HOU-PHL - 49 (WN will be resuming HOU-PHL nonstop service on 9/10/2023)
HOU-ONT - 47 (WN will be resuming HOU-ONT nonstop service on 9/10/2023)
HOU-DTW - 39
HOU-SEA - 36
HOU-ORF - 31
HOU-AZA - 31 (WN does not currently serve AZA, but WN has nonstop service to PHX from HOU)
HOU-CLE - 30
HOU-BDL - 29
HOU-RIC - 29
HOU-MKE - 28
HOU-MSP - 28
HOU-TYS - 28 (TYS not currently served by WN)
HOU-PDX - 24
HOU-BUR - 24 (WN will be resuming HOU-BUR nonstop service on 6/10/2023)
HOU-SFO - 23
HOU-ORD - 22
HOU-CVG - 20
HOU-PVD - 17
HOU-RSW - 17

Here are the load factors for WN flights out of HOU and IAH in February 2023:
ABQ-HOU - 12854 passengers, 17424 seats, 73.77% load factor
ATL-HOU - 23985 passengers, 32810 seats, 73.10% load factor
AUS-HOU - 22432 passengers, 42633 seats, 52.62% load factor
BHM-HOU - 7487 passengers, 9314 seats, 80.38% load factor
BNA-HOU - 29298 passengers, 40316 seats, 72.67% load factor
BWI-HOU - 22493 passengers, 27305 seats, 82.38% load factor
CMH-HOU - 5859 passengers, 8716 seats, 67.22% load factor
CRP-HOU - 15285 passengers, 29822 seats, 51.25% load factor
DAL-HOU - 68880 passengers, 96506 seats, 71.37% load factor
DCA-HOU - 13322 passengers, 22713 seats, 58.65% load factor
DEN-HOU - 45633 passengers, 57812 seats, 78.93% load factor
ECP-HOU - 983 passengers, 1430 seats, 68.74% load factor
ELP-HOU - 16513 passengers, 24354 seats, 67.80% load factor
FLL-HOU - 22873 passengers, 27098 seats, 84.41% load factor
GSP-HOU - 590 passengers, 1368 seats, 43.13% load factor
HOU-HRL - 22592 passengers, 31143 seats, 72.54% load factor
HOU-IND - 6473 passengers, 8281 seats, 78.17% load factor
HOU-JAN - 13283 passengers, 23987 seats, 55.38% load factor
HOU-JAX - 7746 passengers, 8761 seats, 88.41% load factor
HOU-LAS - 37994 passengers, 45599 seats, 83.32% load factor
HOU-LAX - 19865 passengers, 25290 seats, 78.55% load factor
HOU-LBB - 847 passengers, 1129 seats, 75.02% load factor
HOU-LGA - 18061 passengers, 24146 seats, 74.80% load factor
HOU-LGB - 11940 passengers, 14628 seats, 81.62% load factor
HOU-MAF - 17766 passengers, 28298 seats, 62.78% load factor
HOU-MCI - 17327 passengers, 22119 seats, 78.34% load factor
HOU-MCO - 37786 passengers, 44845 seats, 84.26% load factor
HOU-MDW - 32188 passengers, 42669 seats, 75.44% load factor
HOU-MEM - 6298 passengers, 7867 seats, 80.06% load factor
HOU-MIA - 19209 passengers, 25922 seats, 74.10% load factor
HOU-MSY - 37688 passengers, 51017 seats, 73.87% load factor
HOU-OAK - 7642 passengers, 9687 seats, 78.89% load factor
HOU-OKC - 22850 passengers, 31200 seats, 73.24% load factor
HOU-OMA - 7645 passengers, 9258 seats, 82.58% load factor
HOU-PHX - 34618 passengers, 44142 seats, 78.42% load factor
HOU-PNS - 6445 passengers, 7218 seats, 89.29% load factor
HOU-SAN - 10399 passengers, 12600 seats, 82.53% load factor
HOU-SAT - 29469 passengers, 42315 seats, 69.64% load factor
HOU-SAV - 5134 passengers, 8744 seats, 58.71% load factor
HOU-SDF - 5139 passengers, 6618 seats, 77.65% load factor
HOU-SJC - 5654 passengers, 6706 seats, 84.31% load factor
HOU-SJU - 1125 passengers, 1272 seats, 88.44% load factor
HOU-SLC - 8274 passengers, 8842 seats, 93.58% load factor
HOU-SNA - 4313 passengers, 5434 seats, 79.37% load factor
HOU-STL - 23694 passengers, 32865 seats, 72.09% load factor
HOU-TPA - 22838 passengers, 29042 seats, 78.64% load factor
HOU-TUL - 11994 passengers, 17584 seats, 68.21% load factor
HOU-TUS - 5890 passengers, 7457 seats, 78.99% load factor

BNA-IAH - 13789 passengers, 23643 seats, 58.32% load factor
DAL-IAH - 18448 passengers, 38075 seats, 48.45% load factor
DEN-IAH - 18669 passengers, 26522 seats, 70.39% load factor
IAH-LAS - 12422 passengers, 15808 seats, 78.58% load factor
IAH-MCO - 7599 passengers, 10432 seats, 72.84% load factor
IAH-MDW - 12543 passengers, 18751 seats, 66.89% load factor
IAH-MSY - 10516 passengers, 23225 seats, 45.28% load factor

IAH: Anyone know if NK uses the three RON pads (south of gate A24 and southwest of the gate A20 stairwell gate) for boarding/deplaning as well?

phatfarmlines wrote:

IAH: Anyone know if NK uses the three RON pads (south of gate A24 and southwest of the gate A20 stairwell gate) for boarding/deplaning as well?

NK doesn't. They are exclusively for RON parking. NK uses one of the RON spots. The other two go to AA.

News coming this week on United's plans for IAH Terminal B! Stay tuned.

GreenCountry wrote:

News coming this week on United's plans for IAH Terminal B! Stay tuned.

Here's the presentation given to the Economic Development Committee of the Houston City Council:

https://www.houstontx.gov/council/committees/econdev/20230531/United-Airlines-Terminal-B-Redevelopment.pdf

Highlights:

- Demolition/reconstruction of the North banjos into finger piers (look like mirrors of the new C North); these are designed for mainline a/c [late Q4 2023-Q3 2026]
- Reconfiguration of the South concourse reducing gates to 18 jet bridge-equipped gates; makes sense since UA is reducing the number of small RJs [Q1 2024-Q3 2025]
- Reconstruction of the central passenger processor (details are light on what exactly this would involve, other than a complete closure of the processor; I assume these passengers would be processed in C or in A?) [Q1 2025-Q3 2026]

So it looks like this finally completes the Terminal B plan proposed way back in 2008, except for the additional FIS that was part of that proposal, but I'm guessing the need for that is obviated by the present IAB expansion work

I think the closure of the central processor refers to the closure of the current building and transition to the new buildling. It might require a temporary (9 month) closure while the construction/renovation is completed. It is definitely not a permanent closure.

A little more info. The rebuild of the central processor will double the building's footprint and will be expanded to the east, on what is currently a surface parking lot. Terminal B will have about 40 gates, includijng 4 wide-body gates.

Are they going to reconfigure B-South to handle some wide bodies, or just B-North?

Also from the renderings, it seems as the check-in lobby and baggage claim would be on the same floor. I’m trying to visualize what and where the Departure Core would be located.

aznmadsci wrote:

Are they going to reconfigure B-South to handle some wide bodies, or just B-North?

Also from the renderings, it seems as the check-in lobby and baggage claim would be on the same floor. I’m trying to visualize what and where the Departure Core would be located.

My impression is that the new check-in lobby and the drop-off area end up in the current surface parking lot between Terminal B and the hotel. The baggage claim area in B stays where it is but gets a makeover. The current ticketing lobby on the second level gets an enlarged/moved TSA checkpoint and probably some shopping -- which should also eliminate the need to walk around the sides of the lobby to stay in the secure area.

Given the existing roadway system I don't think there's room for ramps to a second-level drop-off area if the terminal is expanded to the east. If anything, I think it makes all the weaving when approaching from JFK Blvd worse.

aznmadsci wrote:

Are they going to reconfigure B-South to handle some wide bodies, or just B-North?

Also from the renderings, it seems as the check-in lobby and baggage claim would be on the same floor. I’m trying to visualize what and where the Departure Core would be located.

Just B North will have wide-body capability. B South will be for regional jets; the larger ones that United has been shifting to.

I can't really tell for sure how the building is stacked/arranged. In the presentation they specifically mentioned that the arrivals and departure roadways are both on ground leverl. But I think the ticketing lobby might be on the upper level, and everyone will just take escalators/elevators/stairs to get up there when they are dropped off at the departures curb. (Again, can't tell for certain from the renderings.)

I think ScottB might be correct that the baggage claim stays in the existing (but vastly remodeled) central processor building. I just now noticed that on the "Curbside Approach" rendering, there are vehicles depicted driving between the ground level of the new building and the ground level of the existing building. I think they will probably have one side for private vehicles and the other side for commercial - taxis, uber/lyft/alto, hotel and parking shuttles. - The ground floor of the new building appears to be just a large lobby and everyone will take escalators/elevators/stairs up the ticketing lobby.

It's going to be fun watching this progress.

It seems like the Widebody plans will park at the end of the gates just like in Terminal E and gates closer to the center of the airport will be for narrow body. I wonder if they can park a widebody closer to the airport, though this might not allow narrow bodies to park at the gates next to it, and also if they will use 2 jet bridges for the widebodies. Though I wonder if they will add an FIS in Terminal B like originally planned. That will definitely put less congestion in Terminal E, and incase something happens in Terminal FIS they have Terminal B to use. I hope they have plans for FIS/CBP as express flights also handle international ops as well, and they currently have to go to terminal D or E to disembark pax.

GreenCountry wrote:

Terminal B will have about 40 gates, includijng 4 wide-body gates.

How does this compare with the number of jetways and the former gate B84 when the gates were set up for CO ERJs?

Looks like about 35 gates in Terminal B right now...all regional.

Like at DFW, IAH seems like it will continue to suffer from duplication of facilities due to its design. Thus far Terminal B's check-in/baggage claim has been for regional jets, whereas Terminal C was for mainline flights, and Terminal E for international flights, a nice separation. But now it seems B will handle just as much mainline as C. Will local travelers now have to pay close attention to where their flight arrives/departs in order to know where to check-in or be picked up? I imagine check-in won't make much of a difference, pick whichever terminal you choose, but it now seems possible you'll depart from C on a mainline flight and arrive at B on a mainline flight or vice-versa

LH plans on adding ITA into the TATL JV with AC and UA. I wonder if the long-fabled IAH-FCO service will actually come to fruition as a result, either on ITA or UA.

https://www.flightglobal.com/fleets/luf ... 07.article

TWA772LR wrote:

LH plans on adding ITA into the TATL JV with AC and UA. I wonder if the long-fabled IAH-FCO service will actually come to fruition as a result, either on ITA or UA.

https://www.flightglobal.com/fleets/luf ... 07.article

I'd love to see that on ITA!

Also, regarding that Terminal B mainline...it mainly means that we are going to be using the pre security subway alot.

IAH is starting to look suspiciously a lot like LAX... I hope theyre accidently going to end up with the same issues...

IAHflyguy wrote:

Like at DFW, IAH seems like it will continue to suffer from duplication of facilities due to its design. Thus far Terminal B's check-in/baggage claim has been for regional jets, whereas Terminal C was for mainline flights, and Terminal E for international flights, a nice separation. But now it seems B will handle just as much mainline as C. Will local travelers now have to pay close attention to where their flight arrives/departs in order to know where to check-in or be picked up? I imagine check-in won't make much of a difference, pick whichever terminal you choose, but it now seems possible you'll depart from C on a mainline flight and arrive at B on a mainline flight or vice-versa

The advantage IAH has is pre- and post-security trains. As someone else mentioned, the Subway will probably see increased usage. (And the airport is working on plans to replace the subway with a higher-capacity system that possibly connects more airport facilities.) If you depart C and arrive at B or vice-versa, (a) it's only an issue if you parked in the airport terminal parking, and (b) if you have no checked luggage, take the Skyway and (c) if you have checked luggage, take the Subway. Not really seeing any suffering.

Friarboy wrote:

I vote HOU due to relatively easy access to downtown.

I vote IAH. #1, I haven't drunk the Southwest Airlines kool-aid
#2. While HOU is physically closer to central Houston, most times the drive times are not that much different. (Very rarely more than double, as has been suggested).

For example, per Google Maps, right now (11:50 AM) on Friday from downtown Houston:
HOU: 9.4 miles; 17 minutes
IAH: 18.8 miles; 24 minutes

Setting Google Maps to "arrive by 5:20 pm":
HOU: 9.4 miles; 16-35 minutes
IAH: 18.8 miles; 22.6 miles; 28-45 minutes

horsepowerchef wrote:

IAH is starting to look suspiciously a lot like LAX... I hope theyre accidently going to end up with the same issues...

You hope they end up with the same issues?

GreenCountry wrote:

IAHflyguy wrote:

Like at DFW, IAH seems like it will continue to suffer from duplication of facilities due to its design. Thus far Terminal B's check-in/baggage claim has been for regional jets, whereas Terminal C was for mainline flights, and Terminal E for international flights, a nice separation. But now it seems B will handle just as much mainline as C. Will local travelers now have to pay close attention to where their flight arrives/departs in order to know where to check-in or be picked up? I imagine check-in won't make much of a difference, pick whichever terminal you choose, but it now seems possible you'll depart from C on a mainline flight and arrive at B on a mainline flight or vice-versa

The advantage IAH has is pre- and post-security trains. As someone else mentioned, the Subway will probably see increased usage. (And the airport is working on plans to replace the subway with a higher-capacity system that possibly connects more airport facilities.) If you depart C and arrive at B or vice-versa, (a) it's only an issue if you parked in the airport terminal parking, and (b) if you have no checked luggage, take the Skyway and (c) if you have checked luggage, take the Subway. Not really seeing any suffering.

True enough; the Subway makes it a simple matter to transfer. I do wonder what will happen when work begins to replace it though. From experience, the tunnel is very narrow and has tight corners (hence why they used WEDway technology when the present system opened in 1981; it was the only tech that could handle the dimensions of the existing tunnel). I imagine the Subway will have to go out of service for an extended period of time and possibly even the whole pedestrian mall if they plan on widening it to eliminate these issues; in that case the problem I highlighted does resurface, at least as long as the works are ongoing. I've kept seeing references to Subway replacements but no concrete plans; anyone have any idea what might be in the works? I did see mention of possibly extending the system to the Rental Car Center but no actual plans or anything like that.

horsepowerchef wrote:

IAH is starting to look suspiciously a lot like LAX... I hope theyre accidently going to end up with the same issues...

Very good point. Having the concourses designed with so many "box canyon" issues doesn't work well for quick-turn ops where you have a lot of inbounds and outbounds during the day. When one A/C push blocks the entire alley, it creates a lot of potential taxiway congestion. IAH has a little more acreage to work with to maneuver planes out of the way while LAX is much more limited on options to temporarily hold A/C away from open gates but with an alley that's blocked. The new-planned EWR Terminal B looks horrific for alley congestion.

ORD's alley between the G and H concourse is notorious for alley congestion issues but fortunately many of those ops are with RJs and they tend to be much faster to push and taxi out than larger planes. With the smaller aircraft, ORD can also push 3-4 planes at once and stack them up in the alley and then flush them all out at once when they're ready to taxi. Mainline or worse, widebodies, take quite a bit more time to clear an alley.

Then again, even an inefficient gate configuration is better than no gate at all.

IAHflyguy wrote:

GreenCountry wrote:

IAHflyguy wrote:

Like at DFW, IAH seems like it will continue to suffer from duplication of facilities due to its design. Thus far Terminal B's check-in/baggage claim has been for regional jets, whereas Terminal C was for mainline flights, and Terminal E for international flights, a nice separation. But now it seems B will handle just as much mainline as C. Will local travelers now have to pay close attention to where their flight arrives/departs in order to know where to check-in or be picked up? I imagine check-in won't make much of a difference, pick whichever terminal you choose, but it now seems possible you'll depart from C on a mainline flight and arrive at B on a mainline flight or vice-versa

The advantage IAH has is pre- and post-security trains. As someone else mentioned, the Subway will probably see increased usage. (And the airport is working on plans to replace the subway with a higher-capacity system that possibly connects more airport facilities.) If you depart C and arrive at B or vice-versa, (a) it's only an issue if you parked in the airport terminal parking, and (b) if you have no checked luggage, take the Skyway and (c) if you have checked luggage, take the Subway. Not really seeing any suffering.

True enough; the Subway makes it a simple matter to transfer. I do wonder what will happen when work begins to replace it though. From experience, the tunnel is very narrow and has tight corners (hence why they used WEDway technology when the present system opened in 1981; it was the only tech that could handle the dimensions of the existing tunnel). I imagine the Subway will have to go out of service for an extended period of time and possibly even the whole pedestrian mall if they plan on widening it to eliminate these issues; in that case the problem I highlighted does resurface, at least as long as the works are ongoing. I've kept seeing references to Subway replacements but no concrete plans; anyone have any idea what might be in the works? I did see mention of possibly extending the system to the Rental Car Center but no actual plans or anything like that.

I don't know the status. As you probably know, it's a little hard to find the status of HAS projects. FWIW, some years ago, they had a study done that looked at 5 alternatives: (1) abandon the Subway and replace it with buses [Boooo!], (2) refurbish existing system, (3) replace existing system with moving walkways, (4) replace existing system with new technology inside the existing tunnel, and (5) replace existing system with a new elevated system that would run along South Terminal Road, with the option to extend the system to remote parking and the consolidated rental care facility in the future.

I have not been able to find acces to the study's conclusion (but #5 seems like a pretty clear winner to me.)

GreenCountry wrote:

I don't know the status. As you probably know, it's a little hard to find the status of HAS projects. FWIW, some years ago, they had a study done that looked at 5 alternatives: (1) abandon the Subway and replace it with buses [Boooo!], (2) refurbish existing system, (3) replace existing system with moving walkways, (4) replace existing system with new technology inside the existing tunnel, and (5) replace existing system with a new elevated system that would run along South Terminal Road, with the option to extend the system to remote parking and the consolidated rental care facility in the future.

I have not been able to find acces to the study's conclusion (but #5 seems like a pretty clear winner to me.)

Oh yes, I know getting that sort of info is difficult. I hope they don't go with (1), that'd just be DFW all over again; I agree that (5) sounds the most workable but given the new United baggage handling center they just built over South Terminal Road next to C that could pose a challenge for getting such a system all the way to E. I'd imagine they're going to try to keep something in the existing footprint as much as possible.

drerx7 wrote:

horsepowerchef wrote:

IAH is starting to look suspiciously a lot like LAX... I hope theyre accidently going to end up with the same issues...

You hope they end up with the same issues?

sorry, I hope they dont...

horsepowerchef wrote:

drerx7 wrote:

horsepowerchef wrote:

IAH is starting to look suspiciously a lot like LAX... I hope theyre accidently going to end up with the same issues...

You hope they end up with the same issues?

sorry, I hope they dont...

Gotcha. It looks real LAX like. Connections will be hellish. I hate the walk from C7 to baggage claim as it is...

drerx7 wrote:

horsepowerchef wrote:

drerx7 wrote:

You hope they end up with the same issues?

sorry, I hope they dont...

Gotcha. It looks real LAX like. Connections will be hellish. I hate the walk from C7 to baggage claim as it is...

Landing at E18 and going to the baggage claim requires the utmost in stamina…

horsepowerchef wrote:

drerx7 wrote:

horsepowerchef wrote:

sorry, I hope they dont...

Gotcha. It looks real LAX like. Connections will be hellish. I hate the walk from C7 to baggage claim as it is...

Landing at E18 and going to the baggage claim requires the utmost in stamina…

I made the sprint (yes, sprint) from E4 to the east pier of B south in September 2020. A couple small walk breaks were required.

I was not the same young man as I was 9 years prior and ran through the airport regularly!

Does any one know when the Terminal C and E arrivals area will finish construction. It has been going to for more than 2 years and traffic congestion leaving the airport especially for afternoon arrivals is very long.

hohd wrote:

Does any one know when the Terminal C and E arrivals area will finish construction. It has been going to for more than 2 years and traffic congestion leaving the airport especially for afternoon arrivals is very long.

Not sure what the timeline is on C/E, but isn’t there even more that hasn’t even started yet? Thinking of B, maybe others as well?

All in all, seems like it’s going to be a long time until all construction is done.

LAXPolaris wrote:

hohd wrote:

Does any one know when the Terminal C and E arrivals area will finish construction. It has been going to for more than 2 years and traffic congestion leaving the airport especially for afternoon arrivals is very long.

Not sure what the timeline is on C/E, but isn’t there even more that hasn’t even started yet? Thinking of B, maybe others as well?

All in all, seems like it’s going to be a long time until all construction is done.

Yes. Lord yes.
Terminal B will begin in q3. After Terminal D West pier is done...Terminal D East Pier begins. Then Terminal A is set to commence construction.

Does anyone have any idea of what the Houston (U)LCC scene is going to look like over the next decade?

Right now we have the following:

NK actually with a healthy operation, but will B6 keep any of it?

G4 with a decent operation in HOU, probably won't get super big.

F9 with the weird split operation. IMO they are split due to possibly UA gate squatting in IAH. I don't see them being big enough to run a split operation in Houston like WN can, they should consolidate. Personally I'd love to see an F9 hub come around in IAH, that's one of the reasons I'm pulling hard for F9 to get to NK.

Houston doesn't seem like Breeze's style and there's not really any mid/underserved cities not already served by anyone else from Houston. They seem like a better fit for SAT than anything else in Texas or maybe even Oklahoma.

Avelo is a wild card especially with NK/B6 still up in the air.

Plus, it's be pretty cool to see GLS get some airline action. Probably only with some cruise packages or a token DFW service on AA.

TWA772LR wrote:

Does anyone have any idea of what the Houston (U)LCC scene is going to look like over the next decade?

Right now we have the following:

G4 with a decent operation in HOU, probably won't get super big.

CVG can likely support G4 nonstop service out of HOU with UA currently the only airline serving CVG nonstop from Houston along with CVG having had more nonstop flights out of IAH 4 years ago.

HOU would also likely be able to support G4 nonstop service to FLL/LAS/SFB/PIE if the NK-B6 merger happens.

There are also a few other Midwest markets such as GRR and IND that can likely support G4 nonstop service to HOU.