whywhyzee wrote:CYYZ is currently operating well beyond (~15% more pax than the terminals were ever designed to handle) it's ultimate design capacity in it's current configuration, though there are provisions for expansion.
YVR is pretty tight gate wise, though they have a wonderfully spacious terminal which mitigates the crowding. CYUL is woefully undersized currently, but I think seasonality has a fair role in how crowded it can get.
737max8 wrote:Dallas Love Field
Bjm0517 wrote:LaGuarida is always full and has delays all the time
It’s a nightmare flying outta there
DLHAM wrote:Another one is TXL, but things should have improved a bit after airberlin was gone.
DLHAM wrote:Then LGA seemed very crowded to me, but the way its built doesnt help at all I think.
NearMiss wrote:jubguy3 wrote:NearMiss wrote:SCL, specially in high season and morning rush hour, though it's being expanded and due to be finished by 2020
I think you would mean SLC
Haha I actually did mean SCL. You should see how overcrowded the terminal is during peak season (Winter and summer vacations) and the morning rush hour. Hopefully, the expansions and new terminals will be a welcome solution.
steveAUS wrote:AUS is rapidly getting to its limit. Must be one of the most "full" non-hub/focus city airports in the country. It's been very well documented here (see: DL expansion talks) its current and future capacity.
(Wait, did I just accidentally bring up AUS and hub status in yet another thread? Sorry y'all, I'll see myself out...)
EWRandMDW wrote:Silverstreak wrote:This won't make me friends on here, but isn't time we have fewer flights, larger aircraft, and gulp - high speed trains between some cities (at least in the US)?
As you probably know, there is high-speed train service on the Northeast Corridor connecting Boston, New York, Newark, Philadelphia, Baltimore, and Washington DC. It isn't high-speed by Japanese or European standards, but it does exist. A big issue is that the route was built up during the 19th and early 20th centuries by independent railroads and originally carried express and local passenger trains and freight trains. The freights are mostly gone from this route, at least in NJ, but local service (commuter lines) remain and the expresses mingle with them. Because of political pressures, brand new passenger lines can't be built without individual state agreement to have sections of their land torn up for that purpose, especially if the new service won't stop in that state.
Back in the 1940s and 50s the federal government threw a lot of resources into development of airports and related infrastructure, often at the expense of railroads. Thus rail traffic declined and air traffic increased leading to today's situation.
One thing that hasn't been mentioned is increased telecommuting so one doesn't have to travel to as much. There are communications software available to be able to connect anywhere on earth. I like having face-to-face interactions, but sometimes they just aren't feasible.
Buffalomatt1027 wrote:A lot of major hubs / airports seems to be at capacity .... my question is why dont more airlines try to fly to medium size airports as a hub and then go from there. WN does it to a certain extent with Dallas Love and Chicago Midway and I am sure their are a couple other examples. Seems more cost efficient.
High speed rail in the US isn't suffering as much from political pressure as you have mentioned but infrastructure issues and huge costs.
True HSR requires very low gradients. Taking a gradient for a standard railroad overpass could not be used for HSR because the train may not maintain contact with tracks or cause passenger motion sickness. It could not be built in the median of Interstate highways because the curves suitable for auto traffic would be too sharp for even a banked train. Even current track right-of-ways are unsuitable for HSR. HSR also cannot have any at grade crossings so all crossing traffic must go either above or below the tracks. Any corridor would need to be 300 to 500 feet wide and will need walls in populous areas as protection in the case of a derailment. Just acquiring the land at market prices and construction would be in the $100's of billions to trillions in the Northeast Corridor. Taking that much property off the tax rolls while effectively bisecting municipalities and increasing costs for basic services makes political support difficult even for those who otherwise would back such a proposition.
Look at California HSR. In San Mateo county the proposed train is not going to travel at speeds much above current CalTrain services but requires a wall (where the train is elevated) through the densest part of the county and continues to see stiff opposition from residents. In rural areas there is environmental opposition where HSR effectively divides animal habitats. The original proposition passed under the promise HSR would eventually become self-sustaining and pay for itself. The most recent audits have concluded HSR will never become self-sufficient and require operational subsidies. Construction costs are vastly more than projected, anticipated ridership is down, travel times have increased, and fares have risen.
ro1960 wrote:Bjm0517 wrote:LaGuarida is always full and has delays all the time
It’s a nightmare flying outta there
A major project is underway to solve this:
FlyRow wrote:Demand-Availability .. airlines can ask higher prices if demand is higher then the number of seats. Sometimes its more lucrative to not start a extra flight.
Start up cost; it's not as simple as just flying some planes to a new airport. It requires staff, logistics, supliers etc.etc. It's a lot of extra cost just to open a new hub.
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