lowecur
Well-known member
- Joined
- Sep 14, 2003
- Posts
- 2,317
Now here's a novel idea. It sure would create a level playing field in the metroplex. Of course LUV would then sue. My suggestion would be for the city to pay the moving costs. Give SWA the same cost structure that they have at DAL for 5 years (adjustment period). Sounds like a win, win. The field could then be turned into a business park, and even the new parking garage would find a tenant.
Posted on Sun, Dec. 12, 2004
It's time to close Love Field
By Bernard L. Weinstein and Terry L. Clower
Special to the Star-Telegram
Fifteen years ago, Dallas and Fort Worth were squabbling over a proposed modification to the Wright Amendment that would have permitted through ticketing, or one-stop service, from Love Field.
The usual parties lined up on the usual sides, with American Airlines threatening to sue everyone in sight should any change be implemented. American's threats held sway, and the Wright Amendment disappeared from the political radar screen -- until a few weeks ago.
Back then, the Metroplex missed a golden opportunity to stimulate a more competitive commercial aviation market. We pay the price today with virtual monopolies at both Love Field and Dallas/Fort Worth Airport and higher average fares than are found in most major markets.
Had the Wright Amendment been modified or repealed in the late 1980s, our air market today would probably look like Houston's, with two viable airports and a lot more competition at each.
But in today's distressed aviation environment, repeal or modification of the Wright Amendment would have little or no positive impact on competition and could do serious harm to North Texas' aviation infrastructure. A better course would be to prohibit scheduled air service at Love Field and concentrate the region's commercial aviation assets at D/FW.
Consider the following:
• Several legacy carriers are operating in bankruptcy while they and the rest have reduced service, wrested wage and work rule concessions from their employees and pursued other strategies to reduce expenses.
• Combined losses during the past three years have exceeded $30 billion, and recent increases in jet fuel costs will push these losses even higher.
• The so-called discount carriers have also encountered financial stress recently and, with the exception of Southwest, are only marginally profitable. None but Southwest is currently adding flights.
Against this backdrop, Delta Air Lines -- the No. 2 carrier at D/FW -- has decided to reduce the number of daily flights from more than 250 to only 21 by Jan. 31.
Delta's pullout has serious financial implications. The D/FW Airport board estimates that lost landing fees, gate rentals and concession revenues will total $35 million for the balance of fiscal 2004-2005. That's 7 percent of the airport's $494 million operating budget.
Unless other revenue sources are found, the airport may well have to implement cutbacks. Or worse, under agreements with the other airlines currently providing service at D/FW, those carriers could be forced to make up any operating revenue shortfalls.
Delta's pullout from D/FW also raises concerns about the airport's bonded indebtedness. Under D/FW's current capital development program, $2.7 billion is being invested to upgrade the airport's infrastructure, including a new international terminal, the SkyLink automated people mover and major road improvements.
With $3.8 billion of outstanding debt, D/FW probably will be under scrutiny by the financial community as a result of the Delta downsizing and the corresponding loss of revenue. Should this scenario lead to a downgrading of its bonds, D/FW would face higher borrowing costs for future capital improvements.
Today, the best hope for bringing more competition to the local air travel market would be for Southwest to relocate its operations from Love Field, where passenger traffic has been declining for years, to D/FW.
Southwest won't move voluntarily, so the only alternative is to close Love Field.
That would help fill the empty gates at DFW and generate additional landing fees while giving Southwest the "freedom to fly" anywhere it wants, with attendant benefits to the local traveling public. Love Field would remain an attractive airport for general aviation and industrial uses.
Yes, some north Dallas travelers would have to drive a bit farther to catch their flights. But most of the region's future population growth is projected to occur north of D/FW, suggesting that airport will be much more convenient for the majority of Metroplex passengers in the years ahead.
Dallas and Fort Worth have invested billions in Dallas/Fort Worth Airport, and we cannot afford to let it become a wasting economic asset like Love Field.
Closing Love to scheduled service, and putting Southwest Airlines and any new carriers at DFW, would help ensure that the Metroplex remains a competitive global aviation hub.
Posted on Sun, Dec. 12, 2004
It's time to close Love Field
By Bernard L. Weinstein and Terry L. Clower
Special to the Star-Telegram
Fifteen years ago, Dallas and Fort Worth were squabbling over a proposed modification to the Wright Amendment that would have permitted through ticketing, or one-stop service, from Love Field.
The usual parties lined up on the usual sides, with American Airlines threatening to sue everyone in sight should any change be implemented. American's threats held sway, and the Wright Amendment disappeared from the political radar screen -- until a few weeks ago.
Back then, the Metroplex missed a golden opportunity to stimulate a more competitive commercial aviation market. We pay the price today with virtual monopolies at both Love Field and Dallas/Fort Worth Airport and higher average fares than are found in most major markets.
Had the Wright Amendment been modified or repealed in the late 1980s, our air market today would probably look like Houston's, with two viable airports and a lot more competition at each.
But in today's distressed aviation environment, repeal or modification of the Wright Amendment would have little or no positive impact on competition and could do serious harm to North Texas' aviation infrastructure. A better course would be to prohibit scheduled air service at Love Field and concentrate the region's commercial aviation assets at D/FW.
Consider the following:
• Several legacy carriers are operating in bankruptcy while they and the rest have reduced service, wrested wage and work rule concessions from their employees and pursued other strategies to reduce expenses.
• Combined losses during the past three years have exceeded $30 billion, and recent increases in jet fuel costs will push these losses even higher.
• The so-called discount carriers have also encountered financial stress recently and, with the exception of Southwest, are only marginally profitable. None but Southwest is currently adding flights.
Against this backdrop, Delta Air Lines -- the No. 2 carrier at D/FW -- has decided to reduce the number of daily flights from more than 250 to only 21 by Jan. 31.
Delta's pullout has serious financial implications. The D/FW Airport board estimates that lost landing fees, gate rentals and concession revenues will total $35 million for the balance of fiscal 2004-2005. That's 7 percent of the airport's $494 million operating budget.
Unless other revenue sources are found, the airport may well have to implement cutbacks. Or worse, under agreements with the other airlines currently providing service at D/FW, those carriers could be forced to make up any operating revenue shortfalls.
Delta's pullout from D/FW also raises concerns about the airport's bonded indebtedness. Under D/FW's current capital development program, $2.7 billion is being invested to upgrade the airport's infrastructure, including a new international terminal, the SkyLink automated people mover and major road improvements.
With $3.8 billion of outstanding debt, D/FW probably will be under scrutiny by the financial community as a result of the Delta downsizing and the corresponding loss of revenue. Should this scenario lead to a downgrading of its bonds, D/FW would face higher borrowing costs for future capital improvements.
Today, the best hope for bringing more competition to the local air travel market would be for Southwest to relocate its operations from Love Field, where passenger traffic has been declining for years, to D/FW.
Southwest won't move voluntarily, so the only alternative is to close Love Field.
That would help fill the empty gates at DFW and generate additional landing fees while giving Southwest the "freedom to fly" anywhere it wants, with attendant benefits to the local traveling public. Love Field would remain an attractive airport for general aviation and industrial uses.
Yes, some north Dallas travelers would have to drive a bit farther to catch their flights. But most of the region's future population growth is projected to occur north of D/FW, suggesting that airport will be much more convenient for the majority of Metroplex passengers in the years ahead.
Dallas and Fort Worth have invested billions in Dallas/Fort Worth Airport, and we cannot afford to let it become a wasting economic asset like Love Field.
Closing Love to scheduled service, and putting Southwest Airlines and any new carriers at DFW, would help ensure that the Metroplex remains a competitive global aviation hub.
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