As discussed previously, OAL's reduction on SEA/ORD opened up the window of opportunity.
Many of us speculated this would happen when DL got more gates at ORD. Looks like their corporate clients couldn't wait that long.
. . . or the gate issues are illusory.
Many of us have long debunked this; it's unfortunate that the person who originally made this assertion has the credibility he does -- being an intern in a menial position four years ago hardly makes you an expert on everything DL.
Alright since the mods don't wanna do their job and you want to be some grown man creeping and apparently trying to stalk another man....
I'm done with you. You can reply, make stupid comments, quote, call me out and lie about me all you want to. Welcome to my ignore list, first person ever.
Oh and you haven't debunked anything. All I have said is DL doesn't have the space in ORD for all the adds it would like at times they would like. Any idiot who can do math can figure it out. i could run around posting all the crap you haven't even been close to on but I have a life. I think you need to find a hobby or something to do with yourself. Or don't. I could care less.
I think this is for O/D. Chicago was the biggest market from Seattle that DL did not serve. Alaska, American, United and Southwest all are in the market which is why DL is probably starting small with A319s. It is needed now that the AS partnership is ending.
ORD and DFW are the two largest markets DL isn't in from SEA. I imagine DFW isn't going to be far behind but might wait for the CS.
Wouldn't seem to make much sense to fly ORD-SEA-HKG when there are nonstop flights on CX and UA. Same goes for PVG, PEK, and other Asian cities served from SEA.
At least anyone who is high enough yielding to make it work. Maybe some hardcore FFs in CHI but that and low yielding stuff is about it.
Of course right now DL is having a hard time getting anyone high yielding to fly to HKG, but it seems like they are trying to build something. I fully expect DTW-HKG to come back with the A350.
and of course PEK/PVG/ICN/NRT are all better via DTW.
This isn't about Asia any more than adding JNU, SIT or KTN were. This is purely to your second point - DL needs to add ORD to be relevant in SEA. They're still missing a few other important cities from SEA but ORD was inevitable.
exactly. Its all about building the hub. DL has pretty much added everything that will really feed Asia from SEA. Outside of some smaller places like ABQ, OAK, RNO and more California flying, DL pretty much has its Asia connections covered.
The other stuff is about building up a corporate/HVC following in SEA.
Adding SEA-ORD to the network is prudent because Frequent Flyers value direct flights, and as DL builds its Frequent Flyer base in Seattle, each additional city-pair will be seen as a plus.
As for Delta's Asian network, it's taken a significant hit with the dropping of BKK and TPE. Moreover, both MNL and SIN seem to be twisting in the wind as the process to dehub NRT continues. If DL really wants to maintain a powerhouse Asian network to serve its business-class customers, a way must be found to ensure those four mega cities remain on, and return to, the route map.
TPE will be back at some point. I can't see a way that it isn't.
but BKK? UA is the powerhouse US carrier to Asia and doesn't fly to BKK. They codeshare and I'm pretty sure DL codeshares on MU and KE to BKK.
Next we'll probably hear about DL offering a free meal SEA-ORD...it was no coincidence that they were pretty much all AS/VX routes previously announced as getting one.
Move on already. Its most of the longest routes in the system that are getting meals in Y.
How many more flights can DL add at ORD? When DL and NW merged, the issue was taht DL lacked enough gate space on L to take on the NW flights to its hubs. The NW gates on E weren't sufficient to accept all DL flights to its hubs. I know that US shifted its flying to Terminal 3, after US and AA started combining operations, but the US gates were subleased from UA, IIRC.
My understanding is the US gates are leased to DL (via NW) and subleased to US who subleased them to UA as part of AA getting the 4 gates in T6 at LAX.
As far as what can they add? operations are pretty tight a peak times. They flex up and down on some frequency to DTW/MSP and ATL but I wouldn't expect much more out of ORD.
Folks...DL has major contracts with Seattle's major companies. ORD is a gaping omission on their route map from out here that was a hinderance to their corporate contracts. It's more about that, and the ever-increasing intra-NW/region connections via SEA that make the route work - than it is about Asia.
simple as this.
I doubt AS has lost any corporate contracts to DL. My guess is the corporations signed additional contracts with DL, not replacement contracts.
Exactly. A lot of corporations have multiple options in contracting.
This is for O&D connecting the 3rd largest metro area in the US with the growing SEA hub.
This is what it's about, not connections over SEA. Chicago is the fifth-largest O&D market from Seattle and it is currently the largest market from SEA without non-stop service on DL. With the end of the DL-AS agreement coming in May, DL needs to be in the top markets from SEA to be relevant to high-value customers in the Seattle area. WAS, DFW/DAL, IAH/HOU, MCO, MIA/FLL, PHL, and STL are the remaining top 30 SEA markets without DL non-stop service.
pretty sure DL has a MCO flight and a very seasonal FLL flight.