|Quoting Cubsrule (Reply 46):|
Which routes do you think WN would be able to make work from GSO or TYS?
What might work from some markets is moot. My point was by WN
not serving the range of the medium to smaller size markets like the legacies, it has led it to keep several cost advantages over it's legacy competitors. When Southwest decides not to be in MDT
, some customers have to trek to BWI
for more options. When it decides not to be in CVG
attracts more pax. Southwest then attains a critical mass and can be a leader at the chosen airport.
My issue is not those differences of business models and airport selections, but ultimately at the DOJ that put Southwest on a pedestal because of the low fare image over all other factors, maybe through Southwest's national advertising, and most probably through BWI
in the DC region, where the sphere of influence is high.
It would be like the DOJ favoring a mass discounter over the unionized grocery chain just because a discounter sells things for cheaper. One business has higher costs but serves in a beneficial way.
It blocked DL
entirely in attaining DCA
slots (on the AA
/US merger) but allowed WN
because of WN
low faring and limited incumbency, and imposed no conditions even though WN
has a massive hub/flight operation in the WAS area unlike DL
. Ultimately WN
was able to attain enough slots that it now holds more than UA
The DOJ ultimately neglected the fact that Southwest cut several AirTran markets, and viewed Southwest as a limited incumbent in DCA
, but disregarded entirely Southwest's massive hub up at BWI
, and ultimately led Southwest to keep the DCA
bidding steep enough over the much smaller competitors.
is a pretty important airport for both perimeter and out of perimeter routes competition to DCA
. I have no doubt that carriers' struggles at IAD
are partly due to both BWI
and not just DCA
, and these airports aren't in isolated bubbles to each other.
[Edited 2015-10-12 10:15:53]