Here is a link to the group conducting the survey with the actual results.
Survey says D/FW is the world's best cargo airport
Dallas Business Journal - 5:51 PM CST Tuesday
Dallas/Fort Worth International Airport was named the best cargo airport in the world by global cargo industry magazine Air Cargo World, the airport said Tuesday.
The airport was evaluated on performance, value, facilities and operations.
"D/FW works extremely hard every day to bring new business opportunities to North Texas and to have our cargo customers call us the 'best in the world' is quite gratifying," said Joe Lopano, executive vice president of marketing and terminal management at D/FW.
The survey was announced in Air Cargo World's March 6 edition.
D/FW was ranked ahead of Memphis International and Fraport Frankfurt, which ranked No. 1 in Europe and Hong Kong International, the best in Asia.
Survey participants evaluated each airport by rating four measures on a scale of one to five, as the highest. For each measure, the average rating across all companies in the survey was calculated and set to a value of 100.
D/FW Airport scored a 113.
The airport has seen impressive growth over the past year, with international cargo growing at 11 percent a year and Asian cargo growing at 6 percent a year. Air France's new service to D/FW marks a 20 percent increase in European cargo freighters each week, the airport said.
Web site: www.dfwairport.com
Trade & Transportation
China Cargo Airlines adds D/FW flights
Dallas Business Journal - March 10, 2006by Margaret AllenStaff Writer
China Cargo Airlines will add two flights a week in June to its service at Dallas/Fort Worth International Airport. That will bring the airline's service to six times a week.
The airline entered the D/FW market in 2004 with freighter service three times a week. The fast pace of trade between North Texas and Asia, however, has rapidly boosted that to four times a week, according to the airport.
The new service brings D/FW's Asian service to a total of 35 times a week, according to Joe Lopano, vice president of marketing at D/FW.
"The trade between Asia and the United States is very, very strong," said Lopano, noting that as fast as the airport adds freight service to Asia, the more freight turns up to fill it.
Geographically, Asian freighter cargo is the fastest-growing segment at the airport. It's been growing at a rate of almost 27% a year since 2001, according to the airport.
Imports, not exports, are driving the huge Asian cargo volume increase of 2,000% at D/FW since 1993. In 2005, Asian freight made up nearly two-thirds -- 61% -- of D/FW's international air cargo.
In comparison, the airport's total international air cargo has grown about 11% annually since 1996. About 26% of that total has been trade with Europe.
China Cargo's route flies Shanghai to Seattle to D/FW to Chicago O'Hare to Seattle to Beijing to Shanghai aboard two MD-11s and two Boeing 747-200s.
The steady growth in cargo is also driving development of air freight space at the airport.
Trammell Crow Co. (NYSE: TCC) recently opened its newly built 35-acre masterplanned cargo center, comprised of 395,000 square feet of air cargo, logistics and freight forwarding office and warehouse space. The three buildings have direct access to the tarmac, eliminating trucks for transferring cargo.
The facility is believed to be the first U.S. location able to accommodate both the massive Airbus A380 and the Boeing 747-400F freighters.
The campus is the third for Trammell Crow, which in 1997 build the International Air CargoCentre I. In 2000 it opened International Air CargoCentre II.
firstname.lastname@example.org | 214-706-7119
D/FW Airport adds cargo space, gains new carrier
Sarah McClellan-Brandt - March 06, 2006
Dallas/Fort Worth International Airport announced at a March 1 board meeting that Air France Cargo USA has decided to join its growing list of cargo carriers.
The airline will begin its North Texas operations April 1 with one weekly flight of cargo that will come from Paris, through D/FW, to Mexico City and back to Paris. This comes on the heels of the March 1 opening of the Trammell Crow Company International Air CargoCentre, which adds 365,000 square feet to the airport’s cargo capacity. The facility has the ability to accommodate Boeing 747-400 freighters and Airbus A380s, two of the largest aircraft available.
Air France will operate out of the cargo facilities that existed before the new one was built. Several of the airport’s cargo carriers have moved or plan to move from the old space to the new in order to expand their operations.
Airport officials estimate that the new flight will have an economic impact of $3.5 million.
“This really is a reflection of the continuing growth we’re seeing in the cargo business,” said Joe Lopano, the airport’s executive vice president of marketing and terminal management. “It’s important for us to have cargo flights because they pay part of the bills out here. We’ve seen really strong growth to Europe and Asia, and it’s making Fort Worth into the air cargo center it really deserves to be based on this airport.”
Seven percent of the airport’s total landing fee revenue in fiscal 2005, $12.5 million, came from cargo planes.
Lopano said the airport is seeking growth in its cargo operations by meeting with as many companies as possible. He said luring Air France took more than a year.
“We continually look at growing companies and try to target them to introduce new service to D/FW on a constant basis,” he said.
The French planes will be carrying a mix of products ranging from apparel to electronics, Lopano said.
He also said the main thing Air France officials said attracted them to D/FW was the size of the market and the business available within the market. He also said they were attracted to the airport’s efficiency.
“Costs and efficiency are very good compared to some places they fly to,” he said. “Here there are no restrictions on when they fly, we have 24/7 operation, and costs are relatively low. Also, the availability of warehouse space and good highway systems so they can easily truck their cargo to the destinations once it gets here was a factor.”
Jean-Yves Cap, director of Air France Cargo USA, did not return calls for comment but said in a D/FW press release, “this just makes sense for Air France.”
“We did a survey of the cargo market and saw a need that we could fill,” he said. “Air France will shift one of our three weekly flights from Houston to DFW.”
France currently accounts for 17,400 tons of cargo in and out of DFW each year. The new flight will raise that amount by as much as 7,800 tons.
Lopano said that the possibility of Air France expanding its D/FW operations is “quite good.”
“Customers, the shippers, like to have more than a one time a week opportunity to ship, so I would hope over time we can get them up in their flight frequency.”
Airport officials are trying to bump the airport up from the seventh largest cargo carrier in the U.S. to the sixth in the next few years, and say it lags behind San Francisco by 53,000 tons of cargo annually. San Francisco sees 330,000 tons of cargo each year, while D/FW sees 277,000.
A spokesperson said that D/FW is growing at 11 percent a year, and will shrink the gap accordingly. A combination of factors, including that the California city is expensive to fly into and to truck product out of and that D/FW is attracting more carriers with its new cargo facility could soon bump North Texas up a notch.
More at link. . .
Fedex is building or has already built a facility at I-45 & I-20 to take advantage of all the trade that flows through there. Since the volume of trade that already does flow through that area being much greater than what flows through Alliance I wonder if they would consider moving ops to DFW to be closer to DIT.
Qantas has D/FW in its flight plans
Australian airline wants to launch service - with the 'right' plane
12:00 AM CST on Friday, March 31, 2006
By ERIC TORBENSON and SUZANNE MARTA / The Dallas Morning News
There's a fair dinkum chance you'll see Qantas Airways at Dallas/Fort Worth International Airport in short order.
That's Aussie for "genuine or real."
The flagship carrier of Australia would "fly the route tomorrow if we had the right plane," chief financial officer Peter Gregg said Thursday.
Qantas just launched new service from Down Under to San Francisco, and now D/FW is its top target. "No doubt about that," Mr. Gregg said. "It's a tremendous market for us that we want to tap."
Officials at D/FW have been trying to persuade Qantas to launch service for more than five years, said Joe Lopano, who heads the airport's marketing effort.
"It means they're looking at us," Mr. Lopano said.
About 40,000 passengers travel from Texas to Australia each year. If nonstop service were available, "we could double, if not triple that," Mr. Lopano said.
Mr. Gregg said his carrier is leaning toward purchasing some Boeing 777-LR (for Long Range) jets that recently circled the world in a test flight.
A rival Airbus is on the drawing board, but it won't be built for a while.
It's unclear how quickly Boeing might be able to provide Qantas – one if its biggest customers – one of the new planes.
The key to Qantas' interest is American Airlines Inc.'s huge hub at D/FW, with about 800 daily flights.
"They're our oldest alliance partner, and we've got a tremendous relationship with them," Mr. Gregg said.
D/FW officials made a sales call to the airline in February.
And when Qantas' executive general manager, John Borghetti, was in town last November, Mr. Lopano's team picked him up from his downtown hotel and gave him a personal tour of D/FW's new international terminal.
Online at: http://www.dallasnews.com/sharedcont...2.78a45dd.html
So, why would AA want to move flights from DFW, again???
I've been reading about this on Airliners.net and that thread pretty much says the same thing. Qantas would start service to DFW tomorrow if they had the right planes. So, it's really more a matter of "when" and not "if" anymore. In fact, most of the "experts" on A.net seem to think that DFW would overtake LAX as Qantas' North American hub if they could just get service started. It just makes sense.
By the power of greyskull!
"The key to Qantas' interest is American Airlines Inc.'s huge hub at D/FW, with about 800 daily flights.
"They're our oldest alliance partner, and we've got a tremendous relationship with them," Mr. Gregg said."
Geaux, I totally agree..the above quote from the DMN article would definitely make D/FW Quantas' new North American hub IMO. And boy how great would it be to not have to make that connection at LAX anymore! :bounce:
Makes the $4Billion dollar investment seem a lot less scary. "They" cannot deliver those big planes to the carriers quick enough for me.
Has AA bought any of those big-ass planes? Sure would be nice to see AA's international hub activity grow at DFW rather than Miami, Chicago etc. I still think Europe represents the greatest passenger service growth potential at DFW.
What ever happened with Air India? They still debating between Texas destinations?
I know they have some deliveries of 777's scheduled in 06 but I don't know which models they are. Everything I have heard about the potential at DFW has centered around the pacific rim, not Europe. When I had a conversation with a Dallas council member about it every airline he mentioned was pacific rim.Originally Posted by tamtagon
This is taken from USAviation commenting on AA ordering the new Boeing 787..
"The good news is that there are rumors that Boeing may open a second production line for 787s and thereby double output if new order demand stays strong.
A few quarters ago, Arpey and Beer commented that they were interested only in the 787-9 version, which at the time wasn't projected to be delivered until 2012 or so anyway. Since then, Boeing has revised the EIS of the 787-9 to 2010 or so, but has also introduced an even longer stretch (787-10) that is due to EIS in about 2012.
I wouldn't worry - when AA finally orders 787s, I expect an order for about 100 of them to be delivered about one or 1.5 per month - and I assume that Boeing can arrange the delivery schedule to get AA its first one whenever Arpey says he wants it."
for those unfamiliar..
EIS = entry in service
787-3 = 3500nm range (higher density) 290 seats
787-8 = 8300-8500nm range 210-250 seats
787-9 = 8600-8800nm range, 250-280 seats
787-10 = range tbd, 300 seats
Also, I expect AA to grow Internationally to Europe over time but it won't be this summer. They're planning for the smallest bump in additional Intl flying this summer than is usually normal. AA needs more wide body planes to expand internationally without grabbing planes already serving intl. city pairs. There really aren't too many places in Europe that are restrictive to fly (London Heathrow being the biggest exception coming to mind) however IMO, I think AA would love to expand moreso into Asia. I've heard that if AA is awarded another route into China (Shanghai finally begins out of ORD April 2nd) then it would like to fly that 2nd route out of DFW but it will need either more 777's or the new 787 mentioned above. I've also heard that the New Delhi flight out of ORD is performing beyond expectations and a 2nd destination for India could come about although with limited planes, this 2nd route could be flown as a through flight from Brussels or another European city.
Northwest has some 787's planned for delivery in 2008 but with their BK problems of late, who knows if they'll pass on them allowing another airline to secure those rights (AA)??
Right on!Sure would be nice to see AA's international hub activity grow at DFW rather than Miami, Chicago etc
You would think they would shift some of their international flights to the new terminal but they havent. I think its because more of AA's codeshare partners are in Chicago and Miami. I don't see why all of those carriers cannot start service here. Seems to me they would be better off connecting at DFW then they are only 4 hours or less away from every major city.
AA's Codeshare Partners:
(oneworld carrier) Service between the United States and Ireland.
Service between the United States and Nadi, Fiji. Want to find out which carrier is operating your flight? Check our Codeshare Partners Flight Number Range page.
Service within the United States and select cities in Canada.
(oneworld carrier) Worldwide Codeshare
Cathay Pacific Airways
(oneworld carrier) Service between the United States and Hong Kong, Indonesia, Malaysia, Singapore, and Thailand.
China Eastern Airlines
Service between the United States and Shanghai and Beijing, People's Republic of China.
Service between the United States and Taipei, Taiwan, Republic of China.
(oneworld carrier) Service between the United States and Finland, Latvia and Sweden.
Service between the United States and Abu Dhabi, U.A.E.; Bahrain; and Muscat, Oman.
Service within and between the Hawaiian cities of Honolulu, Hilo, Kona, Lihue, Lanai and Kahului.
(oneworld carrier) Service between the United States and Spain.
Service between the United States and Japan, Malaysia, Singapore, South Korea, Thailand and Vietnam.
(oneworld carrier) Service between the United States and Chile and Easter Island.
Service between the United States and Mexico.
(oneworld carrier) Service between the United States and Australia and New Zealand.
SN Brussels Airlines
Service throughout Europe and selected destinations in Africa.
Service between the United States and Switzerland, and beyond Switzerland to select destinations in Europe, Africa, the Middle East and Asia.
Service between the United States and Brazil.
Service between the United States and Istanbul, Turkey.
American will be receiving two 777-200ERs this year. The same model as the other 40-some 777s they already have.Originally Posted by Tnekster
Here's a photo of the newest addition to the fleet.
AA did recently (November IIRC) relaunch DFW-Osaka.
Keep in mind that a lot of the new services are started at Chicago, Miami, etc., due to geographic convenience. For example, the new India flight from Chicago means that there is less backtracking for connecting customers since the flight is shorter than continuing on to Dallas. Anyone who needs to get to Dallas or other points beyond can still do so easily with a connection in Chicago.You would think they would shift some of their international flights to the new terminal but they havent. I think its because more of AA's codeshare partners are in Chicago and Miami. I don't see why all of those carriers cannot start service here. Seems to me they would be better off connecting at DFW then they are only 4 hours or less away from every major city.
Cities on the periphery of the country tend to get more service because of this. Where DFW is suited for such things is Australia/NZ (after LAX) and to a lesser extent (due to AA's Miami hub), South America. Analysts have suggested that DFW is primed to be a major connecting point for Asia-South America flights in the near future since it falls right on the natural flight path. I'll believe it when I see it.
AA tentatively received the first 777 on Monday the 27th..the second is due for delivery in May.
Won't this be less of a factor when the next generation of aircraft are in service?Keep in mind that a lot of the new services are started at Chicago, Miami, etc., due to geographic convenience. For example, the new India flight from Chicago means that there is less backtracking for connecting customers since the flight is shorter than continuing on to Dallas. Anyone who needs to get to Dallas or other points beyond can still do so easily with a connection in Chicago.
Sure, to an extent, as planes like the 787 will open up some new long-haul markets that can't sustain the passenger loads needed for 747s and the new Airbus. I read that someone suggested the 787 will do to the Pacific what the 767 did to the Atlantic (opening up a lot of US-Europe city pairs previously uneconomical).Originally Posted by FortWorthGuy
Northwest, the dominant US pacific carrier, has ordered a whole bunch of the 787s. Supposedly they got a great deal because Boeing was trying to build orders early. Expect to see a lot more US pacfic flights in the future. Northwest has a pretty good chance of being bought out by a larger carrier because of its pacific routes and Tokyo hub. Maybe American will buy it??? Their domestic route structures don't match up very well, though. Delta and Northwest are probably the best fit, but both are flat broke. Delta may not make it.Originally Posted by interestedobserver
ATA Airlines Adds 4th Daily Flight Between Dallas/Ft. Worth and Chicago-Midway
INDIANAPOLIS, April 3, 2006 (PRIMEZONE) -- ATA Airlines has added a fourth daily (except Saturday) flight between Dallas/Ft. Worth (DFW) and Chicago-Midway (MDW). All flights will use Boeing 737 jets.
"The success of our codeshare and frequent flyer relationship with Southwest Airlines prompted this fourth daily trip. Customers between DFW and some 19 cities are benefiting from convenient, low-fare ATA and Southwest connections at MDW," said Senior Vice President, Scheduled Service, Josef Loew. "Customers can purchase a single ticket between DFW and the codeshare destination -- including MDW -- and also have the choice of earning ATA Travel Awards or Southwest Rapid Rewards frequent flyer credits for their trip."
In addition to Dallas/Ft. Worth -- Chicago-Midway, the following are examples of the cities customers are able to connect to, via MDW:
Baltimore+ Long Island/Islip+ Philadelphia+
Columbus+ Louisville+ Pittsburgh+
Cleveland+ Manchester+ Raleigh/Durham+
Detroit+ New York LGA Washington, DC - DCA
Looks like the codeshare for WN and ATA is doing well @ DFW.
^Well, duh! You can fly from DFW to Midway and practically connect to anywhere Southwest flies.
By the power of greyskull!
Shows what competition can do for ya.
QUANTAS EYEING DFW
QANTAS executives are looking at using the new generation of long-range aircraft to fly directly to the Dallas hub of oneworld alliance partner American Airlines, and could take a proposal to the Qantas board within the next two months.
As Qantas yesterday flew to San Francisco for the first time in more than a decade, chief financial officer Peter Gregg said talks were continuing with manufacturers about using ultra-long-range planes to open up additional destinations in the US and Europe.
"We haven't given up on that," Mr Gregg said. "They weren't able to meet our needs in the first round but we're back out now talking to both manufacturers about the aircraft - the 777-200LR and the A340-500E.
"The possibilities of us flying to a destination like Dallas are very much on our drawing board."
Mr Gregg said Qantas was still interested in ultra-long-range aircraft capable of flying nonstop to London and New York but the planes currently could not do this with the required number of passengers.
But it was also looking at destinations to which the aircraft could fly fully loaded with 300-plus passengers.
"If you put it into a place like Dallas, which is direct into American's hub, you access their entire network," Mr Gregg said. "So the feed there is quite exciting. You get east coast America as well."
Mr Gregg said Qantas was also looking at several European destinations within range of the two ultra-long-haul aircraft.
He said a decision would depend on the economics of the aircraft but Qantas hoped to make a decision "sooner rather than later", with an approach to the board possible as early as May.
"Last time we asked them to specify the aircraft with a very long range," he said. "We're now asking them to specify the aircraft with a heavier load.
"We'll work out the seat-mile costs but we'll say (to the manufacturers): 'This is what we are trying to achieve'."
Yesterday's Sydney-San Francisco flight means Qantas now operates 43 return flights a week to he US, 40 of them to the mainland. They include 21 from Sydney, 14 from Melbourne and five from Brisbane.
The new flights and a new on-service to Vancouver in peak season brings the airline's North American destinations to five, with the other three being Los Angeles, New York and Honolulu.
Mr Gregg said the initial response to the new flights had been encouraging. It was a natural stopover point for Australians, with good connections to other US cities through American, and there was interest from the US market.
"This is a natural market for Australia when you think about northern California," he said. "There is a sister city relationship."
The Qantas strategy chief said the carrier planned to increase to daily services once it had some new aircraft.
He said delivery of the first A380s, scheduled for next April and destined to start service on the Los Angeles route, would free up 747-400s for use on the San Francisco route. San Francisco was the first mainland destination served by Qantas in 1954 after it took over the operations of British Commonwealth Pacific Airlines. It stopped flying to the destination in 1995 when it moved its US headquarters to Los Angeles.
The airline also has longer-term plans to fly Jetstar International to the US using its new Boeing 767-9 aircraft.
NSW Tourism Minister Sandra Nori, who was also in San Francisco yesterday, said the new flights opened a high-yielding market of people who wanted to visit Australia.
NSW officials estimate the service will add $50 million a year to the economy. "There's been under-capacity both ways in the US for some time," Ms Nori said. "So these additional flights will mean those people who have been aspiring to come to Australia and Sydney will find it easier to do so.
If the 43,000,000,000 lb gorilla known as SWA opens Love field, this will be a moot point.Originally Posted by FortWorthGuy
Dallas Business Journal - 4:38 PM CDT Friday
Alaska Airlines said it will expand its Dallas service, adding one daily flight between Dallas/Fort Worth International Airport and Anchorage, with a stop in Seattle.
The daily nonstop flight will be added June 4, bringing the total number of daily flights to three. After stopping in Seattle, the flight will continue on to Anchorage with no change of aircraft.
"Dallas-Fort Worth has been a successful addition to our route structure as it's a market that many of our Pacific Northwest and Alaska travelers already frequent," said Gregg Saretsky, executive vice president of marketing and planning for Seattle-based Alaska Airlines, a subsidiary of Alaska Air Group Inc. (NYSE: ALK).
Alaska Air began serving Dallas in September 2005.
Separately, at this week's Alaska Air Group's shareholders' meeting at the Museum of Flight in Seattle, CEO Bill Ayer said the company's fuel-hedging strategy is working. Although a barrel of oil costs around $68 right now, Alaska is paying $41 a barrel for about half of its fuel this year thanks to its hedging strategy. The airline's fuel hedges will expire at the end of 2008.
Ayer also talked about the airline's $750 million investment to accelerate the retirement of its 26 MD-80 aircraft and replace them with Boeing 737s. Alaska Air will receive about one new 737 a month through 2007 and 2008, he said. The all-Boeing aircraft fleet "helps us return to consistent profitability and grow efficiently," Ayer said at the meeting, according to the Alaskasworld.com Web site for employees.
Web site: www.alaskaair.com
DFW also just got back Mexicana service, this time twice daily to Mexico city.
DFW INTERNATIONAL AIRPORT, (May 18, 2006) – DFW International Airport and
Mexicana Airlines announced today that the airline will return July 1st with two daily
non-stop flights to Mexico City. Mexicana ceased its DFW flights in January, and its
swift return to International Terminal D means new flight options and choices for North
Texans. The two flights will mean more than $60 million to the North Texas economy.
Is it just me or does DFW seem to be doing ok right now? I thought all of this talk of getting rid of Wright was supposed to be the end of the life as we know it for DFW. The economic engine that drives all of DFW seems to be thriving in the face of the end of Wright.
Dallas Business Journal - 11:34 AM CDT Thursday
Air China Cargo will start new service between Dallas/Fort Worth International Airport and Beijing on June 17, the carrier said Thursday. The airline will offer three weekly flights between D/FW and China.
Beijing-based Air China Cargo's entry into the Dallas-Fort Worth market will bring the airport's total weekly flights to Asia to 38.
Other carriers flying freighters to Asia from the airport are Singapore Airlines, Korean Air Lines, Cathay Pacific Airlines, China Airlines and EVA Air.
"Air China Cargo is a great new partner for North Texas and brings with it $10.5 million of annual economic impact to the region," said Bill Frainey, assistant vice president of marketing at D/FW Airport. "The new jobs and added availability of direct cargo service to China will stimulate the market and make D-FW an even more strategic cargo market."
Most of the airline's cargo exports from D/FW Airport will be capital goods. Imports will consist mostly of industrial goods, high-technology equipment, apparel and consumer electronics.
Web site: www.dfwairport.com
When Qantas starts flying here in the next couple of years, the airport will really be doing okay.Originally Posted by Tnekster
By the power of greyskull!
I still think that once the 787/747-8 comes online and carriers from Asia (or AA itself) can get their hands on them, DFW's international service will really take off (pardon the pun). Having spent time at Star Alliance and Skyteam hubs in the US and abroad and seeing their intra-alliance backscratching with flights from many different partners, it's amazing how little intra-alliance service DFW has from its OneWorld partners. There's BA, AA and that's about it. I know that AA flies most of the routes, but surely there will come a point when Cathay Pacfic or JAL starts adding service to DFW with longer range planes once they have the capability.
Of course, it's international destinations that should be the marker of success, not number of different airlines serving them.
For such a sparkling new terminal, Terminal D really is underused. Hopefully that will be less so in the coming years.
Japan Airlines will be joining the oneworld alliance in 2007 and this may bring a return of JAL's flights to the DFW area as it gives them a good domestic connections through American'a fortress hub at DFW. For the longest time JAL had deferred joining one of the alliances but oneworld should be a good fit for them, not to mention oneworld's airlines are in overall better financial health compared to SkyTeam or even worse off, Star Alliance.
^^ I don't know if we'll see any JL 747s around these parts or not. AA has pretty extensive coverage to Japan, although it's hard to rule out another flight if there is more demand.
Interestingly, oneworld partner Cathay Pacific (which incidentially doesn't fly to DFW from Hong Kong) is about to by Dragon Air, which should give not only Cathay, but all oneworld passengers greater options for travel within China.
Last edited by grantboston; 06 June 2006 at 10:30 AM.
JAL used to fly MD-11s here to DFW before September 11, I remember seeing one come in over my office everyday during lunchtime. I doubt it will be one of their 747s coming here should they decide to reinstate service to DFW- more likely it would be a 777-200ER similar to what Korean Air uses to fly to DFW (though sometimes it gets upgraded to a 747-400 for the summer).
That's what I find really interesting about DFW. None of the Oneworld carriers seem to fly on their own metal to DFW from their other hubs across the world (with the exception of BA to LGW).
Is this because AA flies to all of the other hubs themselves? Are the planes not within range of these locations?
As nice as it is to have AA fly to Madrid, London, etc. it sure would be nice to see someone besides AA, Lufthansa, BA, and Korean, (and Mexicana?) flying from Terminal D.
^Unfortunately, AA doesn't fly to Madrid from DFW...but I know what you mean.
By the power of greyskull!
^^ Haha. My mistake. In other news,
Frontier to add 7th
daily flight to D/FW
Denver-based Frontier Airlines Inc. said Thursday that it would add a seventh daily flight to Dallas/Fort Worth International Airport from its hub at Denver International Airport as part of a broad expansion.
The latest flight begins July 31.
Dallas Business Journal - 12:13 PM CDT Fridayby Conrad WilsonStaff Writer
One by one, the flight crew of Air China Cargo's Boeing 747 freighter stepped out of the plane and onto the radiating heat of the Dallas/Fort Worth International Airport's tarmac.
Crewmembers smiled and snapped photos marking the completion of one of the first long-haul cargo flights from Beijing to Dallas-Fort Worth.
Starting this week, Air China Cargo began three weekly flights between Beijing and D/FW Airport. The addition of a seventh Asian cargo carrier to D/FW demonstrates the ever-increasing trade between the two economies.
Air China Cargo and D/FW Airport executives met Thursday night at D/FW Airport to celebrate the new cargo service that began June 17.
The new service will bring an estimated $10.5 million of annual economic impact to the North Texas region, said Bill Frainey, assistant vice president of marketing for D/FW International Airport.
Dallas is not a traditional "gateway" from China like Los Angeles, Chicago or New York, he said.
However, since 1993, international cargo to D/FW has increased fourfold, according to D/FW monthly flight activity reports.
In Dallas-Fort Worth, goods being shipped via air cargo include time-sensitive and high-value products, such as cellphones, pharmaceuticals and other technologies, as well as apparel, Frainey said.
Globally, air cargo has increased 6 to 7 percent annually over the last 30 years, according to Bob Dahl, project director of Air Cargo Management Group.
However, cargo flights out of China to the United States have increased 15 to 20 percent annually in the last five years, he said.
"There has been a sudden and exponential growth of goods from China to the U.S.," according to Ted Shirk, president of Colography Group, a consulting firm that publishes marketing intelligence to transportation companies. Ports and customs have been "overwhelmed."
"The major ports are so backed up they cannot take advantage of the China boom," Shirk said.
Dallas' geographical location is well suited to handle the influx of excess goods, he said. The only drawback is that it is landlocked.
Shippers are starting to move vessel trafficking from the Los Angeles and Long Beach areas to other seaports in the United States, Shirk said. For that reason, shippers are starting to turn to air cargo in areas like Dallas because there is room on the flights, and they now have the ability to get their products shipped, he said.
One problem for air cargo companies is that it is an unbalanced market, Dahl said. The United States is importing twice the amount of goods from China than it exports, he said.
At D/FW, the ratio of imports to exports is closer to 60/40, Frainey said.
"If we look at the custom figures, U.S. export to China by air in first quarter of 2006, the tonnage growth rate was 29 percent compared with the same period last year, particularly the export of hi-tech, aircraft parts and electronic products," said Shi Zengqi, vice president for Air China Cargo.
Overall, international cargo to D/FW increased 323 percent from 59,000 metric tons in 1993 to 249,000 metric tons in 2005, according to D/FW's monthly flight activity reports.
Asian freighter cargo alone increased 2,800 percent from 5,000 metric tons in 1993 to 160,000 metric tons in 2005.
Web site: www.dfwairport.com
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AA only flies to BA's and LAN's hub cities non-stop from DFW. 2 out of 7. When JAL joins, it will be 3 of 8.Originally Posted by grantboston
The reason why you don't see more oneworld airlines (and AA itself) flying non-stop to their hub cities is because of a combination of DFW's geographic positioning and O&D numbers. Iberia would rather fly to closer Chicago, NYC and Miami and funnel connecting passengers through AA's ops there. In addition, those cities have greater O&D numbers (origin and destination passengers, i.e. those who begin or end their journey in those cities), which usually equates to higher average fares paid.
Same thing with Cathay, Qantas, etc...
As the Metroplex continues to grow and smaller, longer-reaching jets hit the market, however, the DFW hub will become more and more attractive to oneworld carriers.
Houston: We have JetBlue
JetBlue will announce today that Houston will be its newest destination, with non-stop service to New York JFK scheduled to begin Sept. 7, according to the Houston Chronicle. The carrier will fly to Houston’s Hobby Airport instead of the city’s bigger Bush Intercontinental Airport. Hobby is the city’s second-busiest airport and is home to other low-cost carriers such as Southwest, AirTran and ATA. JetBlue will fly three daily flights between Hobby and JFK, with regular fares ranging from $117 and $349 each way (plus taxes and fees). The Chronicle writes that JetBlue’s entry into the Houston market “pits (it) against two strong competitors", including "Houston-based Continental Airlines, which flies between its hub at George Bush Intercontinental Airport and its hub in Newark, as well as to JFK and LaGuardia airports.”
The other chief Houston rival, the Chronicle writes, is “ Dallas-based Southwest, which carries more than 80% of the travelers moving through Hobby.” The paper notes that JetBlue and Continental “already have been duking it out” in the New York area since JetBlue added Florida and Puerto Rico flights out of Newark. The Florida routes are some of Continental’s most popular routes out of its Newark hub. JetBlue will also compete with both ATA and Southwest on the New York-Houston route. ATA offers flights between Hobby and New York LaGuardia, and its partnership with Southwest allows Southwest to sell seats to its customers on those flights as well. (Photo by Eileen Blass, USA TODAY)
Posted at 07:15 AM/ET, Jun 27, 2006 in ATA, Airport news and route changes, Continental, JetBlue, Southwest | Permalink | Comments (3)
it will be interesting to see how Jetblue and Southwest are able to compete. I've flown the Boston-Austin flight before and it was fantastic.
I think once Wright is settled we'll have Jetblue take a long, hard look at serving DFW. Feagan said they had a meeting with a potential new carrier just after the deal was announced.
I bet Jetblue would LOVE to get a gate or two at LOVE.
Jet Blue was rumored to be buying the Legend Terminal -- but now the taxpayers have to buy it and demolish it --
It wasn't Jet Blue, it was a subsidiary of Northwest, which would have allowed Love to have a tap into their entire network. Yet Dallas is happy to keep DTD handicapped.
They won't because all the gates are spoken for. And if I recall correctly, that's ok with you.Originally Posted by St-T
Originally Posted by St-T
^^ They could share a gate. I believe the gates they use at AUS are common gates. LoneStarMike probably knows better than I do.
If they were to serve Dallas at all, it would likely be somewhere in the neighborhood of 6-10 flights (3-5 round trips to JFK and BOS) per day. I think it would need only a gate, maybe two (as in AUS) if they scattered the arrival and departure times.
I think the agreement and the FAA stipulate the sharing of gates if someone else wants to enter an airport.
However, you make a good point, if there were more than 20 gates the expansion possibilties would be limitless from those gates.
But, in any event that's at least eight years away if they wanted to serve DAL.
Ok, looks like I was wrong- from the Star-Telegram quoting Jetblue:
“This is an anti-competitive deal that was put together by two carriers in a back room,” said Robert Land, JetBlue’s senior vice president of government affairs. “JetBlue would like to serve Dallas at Love Field, but under this, we wouldn’t be able to get any gates. Nobody would.”
Nice one Mayor! :angryfire
They use Gate 19 in AUS. It used to be one of AA's gates. AA went from 5 to 4 gates in AUS. I'm not sure if jetBlue leases the gate themselves or it they sublease it from AA. I'm pretty sure that jetblue is the ony carrier using that particular gate, though -- four times a day.Originally Posted by grantboston
This is the problem w/ Jetblue. AA owns the Dallas to NY market. JetBlue outta Love could really hurt AA. AA won't give up gates to let that happen. And, isn't the Dallas market served by DAL and DFW. If there are no gates at DAL and there are gates at DFW then there is accessibility into the market.
I think jetBlue's biggest competition in the Dallas market is AA. While AA absolutely owns the DFW-LGA market, I don't think they're nearly as dominant on the DFW-JFK market (which I imagine is used for international connections).
Yet, AA would definitely fight anyone who would try to fly to NYC at all from either airport. Didn't Legend try that? I believe there are some DC-9s in a desert in Arizona and a vacant terminal on Lemmon Ave. as a result of AA's displeasure at that service.
And on a personal note, I know for a fact that AA dominates the DFW-BOS market with 9 flights a day (I believe). There's a DEFINITE need for some lowfare stimualtion at BOS, jetBlue's other "hub" in the Northeast.
I don't know how much impact this will have, but it's clear that the other airlines 1) oppose the compromise and 2) some have an interest in flying from DAL. I don't know what wrench either Northwest/Pinnacle or jetBlue can throw into this to have any effect. I'm interested to see what Henserling and Johnson think of this new wrinkle.
Why any elected official in Dallas would want to turn away a major expansion at its own airport is beyond me. Before, it seemed like limited DAL was just curtailing Southwest's FUTURE growth; however, it's becoming more and more clear that limiting DAL is just serving to freeze others out of perfectly good opportunity for area travellers and the City of Dallas at the gain of absolutely no one. These other airlines have no reason to start service at DFW, and at least one has ruled it out altogether.
It's not as if Wright supporters can just say "Shut down DAL and move to DFW" in the case of these two airlines because there isn't any service to move, and there won't be any additional service if DAL is closed or limited per the current agreement. Nobody, save AA and WN actually win in this. Silly me for thinking that's what we were trying to avoid.
JetBlue: DFW is not an option
While JetBlue is apparently interested in flying to Dallas Love Field (see above), the carrier is not willing to look at the Dallas area's much-larger Dallas/Fort Worth (DFW) International. Robert Land, JetBlue’s senior vice president of government affairs, says American’s presence at DFW –-where it has a major hub and controls 80% of the traffic -– is not something JetBlue wants to contend with. "DFW is a very hostile environment to new entrants," he tells the Fort Worth Star-Telegram (free registration). "No carrier should be forced there when there is a viable option down the road,” he adds. Dallas mayor Laura Miller -- one of the chief architects of the compromise –- downplayed JetBlue’s complaints. She says that if JetBlue wants to add Love flights, "We'd have to make room." Says JetBlue’s Land: "The only deal that works for us is a repeal."
Posted at 08:51 AM/ET, Jun 28, 2006 in JetBlue, Wright Amendment | Permalink | Comments (8)
JetBlue Opposes Southwest-American Compromise on Dallas Airport
2006-06-28 15:16 (New York)
By John Hughes
June 28 (Bloomberg) -- JetBlue Airways Corp. wants Congress
to reject a compromise between Southwest Airlines Co. and
American Airlines at Dallas' Love Field because the arrangement
would bar JetBlue from adding flights there.
``This deal in Dallas disturbs us,'' JetBlue President
David Barger told reporters today in Washington. ``We don't
think that's right.''
JetBlue is interested in two gates at Love Field that the
low-fare carrier wouldn't be able to get under the compromise,
Barger said. Barger didn't say where New York-based JetBlue
would fly from Love Field.
AMR Corp.'s American, Southwest, the cities of Dallas and
Fort Worth, Texas, and the Dallas-Fort Worth airport agreed last
month to ask Congress to lift federal restrictions on Love Field
flights. The compromise settled the American-Southwest dispute
over Love Field, where Southwest has 96 percent of passengers.
A 1979 law known as the Wright amendment restricts non-stop
flights from Love to Texas and eight nearby states. Southwest
Chairman Herb Kelleher, American Chief Executive Gerard Arpey
and others met with lawmakers yesterday in Washington to press
for legislation easing the Wright limits.
Southwest spokesman Ed Stewart said he isn't concerned
about the opposition of discount rival JetBlue because the
carrier's argument lacks merit. ``If they're interested in
serving north Texas there's plenty of room'' at the Dallas-Fort
Worth airport, he said.
American spokeswoman Mary Frances Fagan said ``JetBlue
never expressed an interest'' in serving Dallas during the
previous 18 months of debate over Love Field access. ``Not
everyone likes this deal, but it is the deal being pushed
forward by a unified front,'' she said.
^Like I said earlier--Post Wright, the Dallas market will have 2 active airports. There is curretnly empty gates at DFW Airport which serves the Dallas market. Jetblue can serve NY right now from DFW Airport... if they want 2 gates from Love they will not be able to use them for 8 years to fly to it's NY JFK hub.
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