BarrenLucidity
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Posts posted by BarrenLucidity
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1 hour ago, KJHburg said:
Here is a little more details from the above article:
""Included in the 90 acres are two distinct areas within the Destination District. One is the central area, about 39 acres at Wilkinson Boulevard and North Josh Birmingham Parkway. The central area is being eyed for hotel, restaurant and convenience retail development. The airport's conceptual site plan for the area calls for two hotels and nine food and beverage locations, including a brewery."" the rest of the area is more industrial and warehouse oriented.
""CLT has used its land holdings to spur economic development in recent years. Amazon.com Inc.'s massive robotics fulfillment center — named CLT4 — was developed on airport-owned land. Back in late 2021, Charlotte City Council approved a ground lease to Crow Holdings Development to pave the way for a large industrial facility leased by Best Buy Co. Inc.""
They should really identify a method to eliminate that light in favor of continuous traffic flow from the interstates like ORD or PHL.
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10 hours ago, TCLT said:
AA is serving connections to/from SFO from places other that CLT. UA is not. The number of flights AA flies is not indicative of demand from CLT to SFO.
Ahh, yeah, fair point.
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On 12/30/2023 at 2:14 PM, LKN704 said:
To be fair, I don't really think AA has a wide-body "problem." AA management has made it clear they cannot profitably fill wide-body aircraft outside of the peak northern-summer season other than their four key international markets of London, São Paulo, Buenos Aires, and Tokyo - they have openly admitted that.
Because AA's hubs are either in areas with minimal international demand compared to other major U.S. markets (CLT, PHL, PHX) or in areas where AA doesn't exactly have pricing power or a competitive edge (NYC, LAX, ORD), AA really doesn't have places to fly their widebody fleet in the off season.
This leads to United and American both having very different strategies at present. United wants to be a premium airline that can fly you to Amman, Chengdu, and Lagos. American wants to be a no-frills, higher-frequency carrier that can fly you to Marquette (WI), Manhattan (KS), and Worcester (MA). Neither strategy is bad per se and is ultimately designed to suit the needs of each airline’s particular hub.
AA has made it clear that their current hub and fleet utilization strategy does not support ultra-long haul flights to more niche markets - the carrier instead prefers to serve those markets over their joint-venture partner hubs - they just deferred a whole bunch of widebody aircraft deliveries to "2028 or thereafter."
One of the issues is that AA's widebody aircraft is now expensive to operate as a good chunk of it is leased. The A330s and 767s that were retired during the pandemic, while not quite as fuel efficient, were cheap to operate because AA owned them outright (maybe besides the newest A332s). United physically owns more of their widebody fleet outright and also has a wide range of widebody aircraft configurations - they have 23 777s in a Domestic config that strictly fly hub-hub, Hawaii, and other high-density routes (IAD-LAS/SAN, ORD-MCO).
United can easily shift a 787 that flies Washington-Athens in the summer to San Francisco to Christchurch or Houston to Sydney in the Winter. The ultra-premium "hi-J" 767-300 can be taken off Newark to Naples in the summer and fly Newark to Kahului in the winter. AA cannot easily do that and isn't about to fly a low density premium 787 with expensive lease rates between Charlotte and Phoenix or Philadelphia and Orlando in the winter. Because United's hubs are in more premium, higher-yielding markets, their European network is less seasonal. Premium aircraft can also be pulled from transatlantic routes in the winter and sent to IAD/EWR-LAX/SFO flights, where United can still receive a revenue premium for flying aircraft on those routes with lie flat seats.
Narrow-body fleet sizes are actually a little bit closer - United actually has 724 active narrow-body in their fleet. By this time next year both United's and AA's narrow-body fleet should be around the same size.
UA actually carries very little traffic on CLT-SFO. I can't remember the specific numbers, but I believe they only carry around ~20 or so passengers per day on the route. Even if they were able to stimulate the market with a nonstop and gain connecting traffic, I doubt it would be enough to sustain a nonstop flight unfortunately.
AA runs 4 non-stops daily to SFO so there's a decent amount of traffic due to banking and technology. United could probably pull enough business traffic to justify the route once SF recovers but I don't know if they'd really want to dedicate a narrow body out of their fleet for the route.
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10 hours ago, 49er said:I'm guessing the airport doesn't want to give up parking revenue or they would have already pursued something like this. Moving rideshare to the deck would make even better use of the pedestrian tunnels and bridges that are being installed.
Airport could take 50% of the valet area in the deck and charge Uber a fee per pickup. Everybody wins.
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On 11/14/2023 at 7:29 PM, KJHburg said:
It sounds like now the Convention and Visitors Bureau is pursuing the 2-400 room hotel options instead of one big 800-1000 room hotel that would require a lot of subsidy. There are so many brands missing from uptown Charlotte right now in terms of upscale brands like W, Curio by Hilton, Four Seasons, Conrad by HIlton, Signia etc. And Hyatt why is there no Hyatt in uptown or Southend??? I am talking a full service Hyatt hotel not their Places, Houses etc.
Hyatt regency would be good to see, they generally pair with convention centers. We might get Conrad to compete with the JW.
We'll probably never see a Four Seasons... but then again Baltimore has one.
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10 hours ago, Reverie39 said:
I would assume that's partially a result of their northerly latitude and coastal position, right, similar to how Anchorage is a major cargo air hub too. Pretty easy to reach a huge amount of the developed world over the Arctic.
Seattle metro area is 9th in terms of GDP in the US too. Compared to CLT at 21st.
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4 hours ago, Take2 said:
Interestingly AA has moved its Doha flight from NYC to Philadelphia. Maybe AA will keep moving it South all the way to Charlotte. With domestic travel souring somewhat, and International travel on the uptick it'll be interesting to see what AA has in store for CLT in 2024-2025.
XLRs and more international because of their range even if it recently got clipped a tad. It'll be a while before we see 787s.
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On 8/1/2023 at 9:09 PM, xapostrophe said:
Bizarre. If they need the length I get it, but that airport isn't busy enough to justify an additional runway. Not sure how we get boned on the length here in Charlotte.
AA said they didn't need it so the FAA didn't grant it.
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3 hours ago, TCLT said:
Once A North II opens AA will be up to around 100 or so gates. 7-8 flights per gate per day is heavy use but should be doable. AA has also pulled down their regional flying the last couple years because the regional airlines are having trouble staffing the flight decks. Assuming the pilot situation changes they should be able to restore or even grow the regional ops which will boost the flight numbers. The article touches on that point. In any case AA would definitely be pushing the terminal to its limits with 800 flights.
The B and/or C extensions could also be complete by 2028, right? That would be about 10 more gates each, but I assume the 800 flight number in the article didn't include those.
International expansion has to be part of this... I wonder if they move most of the Caribbean flights to MIA and pull transatlantic to CLT, away from PHL. They were basically ready to kill PHL according to the NEA JetBlue court filling.
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12 hours ago, CLT2014 said:
Charlotte could have direct flights to Asia on aircraft like the 787 that have a maximum takeoff weight distance of 8,500 feet. That would be an aircraft packed at full capacity. In the event American Airlines ever added a direct flight to Tokyo from CLT, the 787 is the most likely aircraft in their fleet to operate the route and could start tomorrow on existing runways. AA does not operate aircraft like the A380 or 747 that require the longer runways that are classically cited as reasons for longer runways.
For non-AA service, Japan Airlines would be the most likely candidate to provide service as they are in the OneWorld Alliance with AA and could receive connecting traffic. They will soon exclusively operate all long haul flights on 787 or A350 aircraft which need 8,500 and 8,000 feet respectively at max load. JAL and Cathay Pacific already serve Boston Logan for example that only has 10,000 foot runways for service to Tokyo and Hong Kong.
Charlotte is unlikely to see the 747 or A380 as those aircraft are largely being retired so it makes sense to not overspend as aircraft takeoff distances are shrinking and we are not a 747 / A380 market.
Yeah, technically possible but probably not as profitable. Not to mention that AA doesn't seem to understand how it wants to to run APAC services.
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32 minutes ago, elrodvt said:
Is the trend to need longer runways though. Seems counter to the 747 and A380 story?
Charlotte likely won't have direct flights to Asia without a longer runway. Technically it would be possible but probably not profitable due to less cargo capacity.
ATL by comparison has as 12.3k ft runway.
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On 6/4/2023 at 5:11 PM, KJHburg said:there are several sets of moving sidewalks in between though to make it easier.
50% of them may even be operational.
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34 minutes ago, LKN704 said:
Good to see!
FWIW “through Winter 2023” usually means that the flight is being extended through the end of the W23 season, which ends on 13 December, not necessarily year-round.
We will have to see what is uploaded this evening.
Hoping this is a sign IAG and AA have decided to increase routing through MAD vs LHR.
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These weren't flights they were actually going to fly. They were filed and in the most likely scenario would have been cancelled
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22 minutes ago, LKN704 said:
Piggybacking off of CLT-LAX, it looks like Spirit will also start CLT-BOS on 9 August:
Flights are loaded on their website but inventory is not available. I would expect inventory to open within the next few days.
Hope the next add from one of the other carriers is a SFO add. AA is basically gouging that route at the moment.
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On 1/7/2023 at 6:24 PM, xapostrophe said:
We won't. Our management is intent on growing markets like "Knoxville". They can't or won't compete anywhere.
AA debt load and employee costs prevent it from competing in many international markets.
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16 hours ago, LKN704 said:
Given the speed of construction (I had no idea they started renovations on the Arrivals Level yet), I wonder if the 2025 opening is somewhat conservative and we are looking at a mid to late 2024 completion date.
It's probable that most things are usable in 2024 but fit and finish isn't complete until 2025.
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Most people still have a pre-2019 view of Charlotte but since then CLT has posted more tech jobs than RTP, every year, and it's considered a technology hub that flies below the radar.
https://www.charlottestories.com/charlotte-ranked-as-the-1-tech-town-in-america/
https://www.zdnet.com/education/computers-tech/tech-jobs-in-charlotte/
By and large you find mostly "web 2.0" jobs in RTP and you're gonna find corporate, fintech, and startup/"web 3.0" jobs in CLT.
At the end of the day CLT is growing too quickly across the board for RTP to keep up.
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6 hours ago, SydneyCarton said:
That’s true. NC’s core cities are concentrated in a small geographic area. From the Va-NC border to the NC-SC border is only about 130 miles and from Chapel Hill to Charlotte is 140. In this small area are many cities with vibrant but very diverse economies. Charlotte is the finance/general corporate center. The Triangle is the bio-science/tech center, and Greensboro is the aviation hub. That’s pretty impressive.
Charlotte has more tech jobs, both in terms of current and openings, than Raleigh and has since 2019.
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16 minutes ago, TheOneRJ said:
This isn’t accurate. There were over 29,000 hotel rooms in the city in 2007. The issue isn’t about the number of hotel rooms.
Somebody better tell Charlotte that they're wrong because 27k is directly from their website. https://www.charlottemeetings.com/charlotte-hotel-development
How many 3-star and above hotel rooms exist today within walking distance or short bus ride of the convention center? It's definitely below 10k and you need at least 50% more than that to account for normal activities.
I don't see how this isn't about hotel rooms.
At 600k sq feet it's right there for hosting 5000+ attendee conventions but everything else isn't ready.
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On 4/23/2022 at 10:05 PM, KJHburg said:
I agree we don't need to get in an arms race with other cities with much larger convention centers like those mentioned and several others. Lets go after those shows and conventions our center can work with and that seems to be a lot anyway. The mega conventions usually go to Vegas, Orlando, Chicago, etc. Not every group is 40-50K attendees.
I think part of the issue is the hotel room availability. My company just had a convention and with 4500 attendees we booked north of 11000 rooms. The entire city only has ~27000 rooms but I'd argue we probably have less than 10000 "convention ready" hotel rooms.
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With the closure of AAs crew base at SFO I wonder if we will see Alaska at CLT in the future for West coast flying. If AA concentrates on LAX/SAN and concedes SFO/PDX/SEA (domestic) to its OneWorld partner I think we just might.
Hell, with ASAs 737 Max buy we may just get direct flights to ANC.
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One of the interesting things my company has been doing is shifting to smaller, more high end, 10,000 sqft regional offices for the occasional in person event or sales meeting. We bit the bullet and moved all 2500+ employees to remote this year. It's working well enough that I can see it as a future for many small and midcap companies.
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While I would welcome Finnair to CLT I can't see a OneWorld partner joining AA at CLT vs PHL or JFK until B/C expansion is complete and even then I have my doubts that AA even attempts to position CLT as a TATL hub. Finnair would need to dedicate two wide-bodies into a market that isn't historically strong for O/D. Their smallest widebody is the A332 so you're needing to fill ~550 seats a day between CLT-HEL. Not impossible but not easy either. Maybe if SAS really tanks hard they can be the Nordic hub.
At the end of the day CLT is a domestic hub for better or worse but I would welcome AA minimizing LHR.
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Charlotte-Douglas Airport (CLT) Expansion
in Charlotte
Posted
Good question. I would guess United but they barely use their existing gates and they aren't even fighting AA on fares to ORD at the moment. LCCs maybe?