|Quoting Cubsrule (Reply 171):|
It's going to take billions of dollars in infrastructure improvements in Rhode Island and eastern Connecticut to appreciably increase speeds between New Haven and Boston, so BOS-LGA/DCA are likely safe for some time.
I think the point being made - which I agree with - is that even with the existing infrastructure of the allegedly "high speed" Acela, it is still faster and more convenient than the air shuttles. On the other hand, I also agree with you that the shuttle flights likely are safe - at least for some time. They may well see reductions in capacity - as has already been progressively happening with both DL
and US for a decade - but I do think there is still value in being able to bundle the high-frequency shuttle with other flying in order to attract corporate contracts.
|Quoting ckfred (Reply 173):|
Presumably, the combined carrier wouldn't continue the same number of roundtrips on these two routes, but I would expect each route to be all mainline. Depending on schdules and connecting traffic, I also assume that a lot of hub-to-hub would see fewer of the A319s and MD-80s and more 737s, 757s, A320s, and A 321s on routes such as DFW-CLT, CLT-MIA, CLT-LGA, PHL-DFW, and so on.
Indeed. I would expect all the routes connecting AA
) and the US hubs (PHL
) to see increased frequency and/or capacity where feasible/economic. Markets like ORD
will of course very likely become all-mainline very quickly.
|Quoting 9w748capt (Reply 174):|
The bigger question is would the PMAA take a gamble with a route like OKC-PHL?
I doubt it. In terms of connectivity into the northeast, there is little PHL
would add than isn't already available over ORD
certainly penetrates into far more markets in the northeast, but how many of those really generate significant O&D from OKC
? Answer: I don't think enough to justify such a long nonstop flight on what would inevitably be a relatively small jet, when the huge ORD
megahub is already served multiple times per day and offers connectivity to just about every major city in the northeast already (and with more likely to be added post-merger).
I could see both BUR
) coming back to DFW
in a few years. One of AA
's big problems in all three markets was that east-bound routings were being challenged by progressively more intense competition from lower-cost, lower-fare competition. US was one of those competitors. With all three of those markets now set to lose 1 competitor for east-bound travel, the economics of all 3 markets may well improve to the point that they can be flown again - even if just 1-2x daily - nonstop from DFW
. The one I would look for in particular would be BUR
- which had healthy local demand to/from DFW
(and behind/beyond DFW
) due to business traffic.