In early 2025, Delta Air Lines formally revealed that it would be bringing its international premium lounge concept to its biggest hub, Atlanta Hartsfield-Jackson International Airport. However, we had virtually no details at the time. There’s now a major update, as an agreement has been reached with the city to build this lounge — it’ll be around 39,000 square feet, and we can expect for it to open in 2029, maybe (thanks to Jeremy for flagging this).
In this post:
Delta One Lounge ATL size, location, opening date
Delta is investing in its network of Delta One Lounges, which are primarily for those traveling with the airline in business class (Delta One) on long haul flights. So far, we’ve seen these lounges open in New York (JFK), Los Angeles (LAX), Boston (BOS), and Seattle (SEA).
We’ve known that a Delta One Lounge is coming to Atlanta (ATL), though details beyond that have been a mystery. Thanks to a new filing with the Atlanta city council’s transportation committee, we now have a sense of what we can expect:
- The Delta One Lounge Atlanta will be located in Concourse E, which is one of the airport’s two primary international terminals, along with Concourse F
- Specifically, the Delta One Lounge Atlanta will be located in the northeast corner of the concourse center point, between gates E14 and E27; this means the lounge won’t replace an existing Sky Club, but instead, it’s a newly built facility
- The Delta One Lounge Atlanta will be roughly 39,000 square feet, so it’ll be large, just a smidge smaller than the New York location
- The Delta One Lounge Atlanta construction is supposed to take around 30 months from when it starts, so best case scenario, expect the lounge to open in 2029
- The city is reimbursing Delta up to $63 million for construction of the lounge, given that the airline is building out the space from a “shell”
What about Delta One Lounges at the carrier’s other major hubs, like Detroit (DTW), Minneapolis (MSP), and Salt Lake City (SLC)? Well, it’s something the airline is currently working on, though we don’t have any sense of a timeline beyond that, at least officially.
Airlines generally undertake these projects as they can, but it goes without saying that real estate at airports can be hard to come by. Opening a new lounge either requires the renovation or repurposing of an existing space, or an expansion of a terminal that opens up more space.
I’m happy to see this happening, but that timeline is rough
It’s great to see Delta investing in its lounge portfolio, and the actual quality of the Delta One Lounges that are open is phenomenal. The issue is, quality lounges are only worth anything if they’re actually, you know, open, so Delta’s current lounge footprint leaves a lot to be desired.
Delta did a great job opening Delta One Lounges at four hubs pretty quickly, but now we’re seeing a huge gap. The fact that we’re probably three or so years from seeing the Delta One Lounge open at the carrier’s fortress hub definitely leaves a lot to be desired in terms of the ground experience.
But of course it’s important to remember that Atlanta is a fortress hub, and airlines don’t have to try nearly as hard with passenger experience when they dominate an airport. It’s no coincidence that the first four Delta One Lounges were all at highly competitive airports.
Bottom line
Delta is working on opening a Delta One Lounge in Atlanta, located in Concourse E. Unfortunately we’ll have to be patient, as construction hasn’t even started, and once it does, it’s expected to take around 30 months, so that puts us into 2029, assuming no additional delays.
The lounge will be just under 40,000 square feet, so this will be second largest Delta One Lounge location in the network, just barely smaller than the one in New York.
What do you make of plans for a Delta One Lounge in Atlanta?
I'm a UA loyalist so this doesn't really impact me, but their strategy does make complete sense. Is it frustrating for Delta loyalists especially in their fortress hubs stuck without Delta One lounges? Certainly. But they aren't going anywhere as Delta knows. Similarly United doesn't have a Polaris lounge at Denver (though they would likely argue the limited international Polaris service doesn't justify one).
I am guessing this will be one of the more...
I'm a UA loyalist so this doesn't really impact me, but their strategy does make complete sense. Is it frustrating for Delta loyalists especially in their fortress hubs stuck without Delta One lounges? Certainly. But they aren't going anywhere as Delta knows. Similarly United doesn't have a Polaris lounge at Denver (though they would likely argue the limited international Polaris service doesn't justify one).
I am guessing this will be one of the more crowded Delta One lounges, despite the size, give international ATL traffic and connecting passengers on eligible itineraries.
To give them some credit though, if their onboard food is decent, combined with the fact that regular Delta lounges are superior to United Clubs (and probably Admirals Clubs) on food and beverage, the urgency for this is slightly less. On the other hand, United's in-flight Polaris food is still terrible and regular United Club offerings are garbage so the need for a solid meal in a Polaris lounge is far more critical.
LTD says, "UA serves TATL destinations primarily from EWR and IAD"
ORD TATL non-stops (18 daily): AMS ATH BCN BRU CDG DUB EDI FCO FRA (2x) KEF LHR (3x) MUC MXP SNN ZRH
LTD says, "The entire reason why DL succeeds so well from ATL, DTW, and MSP which are longstanding DL gateways to Asia"
This is what Gemini says. Can this be true?
ATL TPAC non-stops (2 daily): ICN HND
DTW TPAC non-stops...
LTD says, "UA serves TATL destinations primarily from EWR and IAD"
ORD TATL non-stops (18 daily): AMS ATH BCN BRU CDG DUB EDI FCO FRA (2x) KEF LHR (3x) MUC MXP SNN ZRH
LTD says, "The entire reason why DL succeeds so well from ATL, DTW, and MSP which are longstanding DL gateways to Asia"
This is what Gemini says. Can this be true?
ATL TPAC non-stops (2 daily): ICN HND
DTW TPAC non-stops (3 daily): ICN HND PVG
MSP TPAC non-stops (2 daily): ICN HND
Business Class Club Locations
UAL: (6) EWR, IAD, ORD, IAH, SFO, LAX
AAL: (6) JFK, PHL, MIA, ORD, DFW, LAX
DAL: (4) BOS, JFK, SEA, LAX
as usual, the number of people who choose to argue because they can't grasp basic concepts is mind-boggling. Turning to AI when humans can't figure it out is
United has chosen to heavily concentrate its service to any global region to one or two hubs in that region with proportionately lilttle flights from other hubs.
UA serves TATL destinations primarily from EWR and IAD; other hubs have some TATL flights but the percentage...
as usual, the number of people who choose to argue because they can't grasp basic concepts is mind-boggling. Turning to AI when humans can't figure it out is
United has chosen to heavily concentrate its service to any global region to one or two hubs in that region with proportionately lilttle flights from other hubs.
UA serves TATL destinations primarily from EWR and IAD; other hubs have some TATL flights but the percentage of flights from hubs other than EWR and IAD is small.
The vast majority of UA's Latin America flights are from IAH
An even higher percentage of UA's TPAC flights are from SFO.
AA has TATL flights from multiple eastern US gateways as well as its DFW hub.
AA's Latin network is heavily concentrated at MIA with a few routes from other hubs other than DFW which is a secondary gateway.
AA's TPAC network is predominatly from DFW with a few flights from other parts of the country.
DL's largest TATL hub is JFK followed by ATL with BOS, DTW, MSP and SEA all larger than other airlines tertiary TATL hubs.
DL's Latin network is almost entirely from ATL with some JFK and a few other flights from other hubs.
DL's TPAC network is spread across the entire US with LAX its largest because of its role as the largest gateway to the S. Pacific followed by SEA with ATL and DTW of similar size - both more than any other US airline has to E. Asia other than AA at DFW. and DL adds to its TPAC network from MSP and SLC
the point that some miss or cannot grasp is that DL IS the largest US airline to E. Asia outside of California specifically because UA puts most of its TPAC flights at SFO.
The entire reason why DL succeeds so well from ATL, DTW, and MSP which are longstanding DL gateways to Asia is because of how poorly UA does in serving the US from its hubs throughout the US.
DL's biggest TPAC opportunity is developing LAX where UA has tried to have a disproportionately large TPAC presence but where it is 3rd in domestic size behind DL and AA.
ATL has long hit well above its weight in international markets - like DFW does for AA; the difference is that DL manages to be profitable in all of its global regions while AA has heavily discounted to maintain its presence in regions, esp. to Asia/Pacific.
DL has achieved what it has at ATL with the largest "domestic" lounge network at at a single airport in the world but no business class lounge.
The potential for DL to grow beyond ATL far beyond its size with a Delta One lounge and the latest A350s is enormous.
and the same thing is proportionately true for DL at DTW and MSP and to a lesser degree SLC.
You should give AI or even Google a try as you seem short on data and facts.
Walter Mitty Dunn posts:
“DL is the largest US carrier to Asia outside of CA just because of the presence of its international operation from ATL, DTW, MSP and SLC”.
As I do not know if this is a true statement I took Walter’s advice and asked Mr Google, who answered thus:
“Delta is the largest U.S. carrier to Asia outside California” is probably false or at least highly debatable, depending on the metric used”.
...Walter Mitty Dunn posts:
“DL is the largest US carrier to Asia outside of CA just because of the presence of its international operation from ATL, DTW, MSP and SLC”.
As I do not know if this is a true statement I took Walter’s advice and asked Mr Google, who answered thus:
“Delta is the largest U.S. carrier to Asia outside California” is probably false or at least highly debatable, depending on the metric used”.
Go no Walter, explain which metric you used and provide the appropriate references to support your “Probably false” statement?
Walter Mitty Dunn, ‘went dark’ again on a previous thread when asked about the reports of his sacking by Delta.
Walter Mitty Dunn, informs others to check his wild speculation posts by directing them to Mr Google.
Walter Mitty Dunn, spews out Delta propaganda and apparent disinformation about other U.S. airlines with impunity and without providing checkable references.
However, Walter Mitty Dunn, ex Delta employee, ex Mayor of Lilburn, GA, ex Pastor,...
Walter Mitty Dunn, ‘went dark’ again on a previous thread when asked about the reports of his sacking by Delta.
Walter Mitty Dunn, informs others to check his wild speculation posts by directing them to Mr Google.
Walter Mitty Dunn, spews out Delta propaganda and apparent disinformation about other U.S. airlines with impunity and without providing checkable references.
However, Walter Mitty Dunn, ex Delta employee, ex Mayor of Lilburn, GA, ex Pastor, ex pert, provides this blog with one valuable resource …. his clicks for Ben’s website.
Walter, one might be best advised to stick to shepherding your Campus flock through the turbulence of the supernatural, rather than straying into an area of commercial aviation, about which you quite obviously know so little.
Does Tim have a boy or girl child and named Delta? Or a dog named Delta?
Also, do any of you have jobs instead living on this site?
I read Delta is planning a second D-One lounge at LAX, so maybe ATL will wait even longer than early 2029.
man, if folks thought the JFK lines were unbecoming for a business class product.....
...... that's what she said.
‘DL is the largest US carrier to Asia outside of CA just because of the presence of its international operation from ATL, DTW, MSP and SLC’
Not so sure about your comment there Tim. United Airlines is the largest U.S. carrier to Asia which it services from its hubs such as San Francisco and Houston and it operates flights from Guam to destinations in East Asia. And I mean it has been doing it on...
‘DL is the largest US carrier to Asia outside of CA just because of the presence of its international operation from ATL, DTW, MSP and SLC’
Not so sure about your comment there Tim. United Airlines is the largest U.S. carrier to Asia which it services from its hubs such as San Francisco and Houston and it operates flights from Guam to destinations in East Asia. And I mean it has been doing it on its own metal whereas DL has been doing it through its JV in recent history because it decided to shut down a very large part of its TPAC network and all of its intra-Asia network from the days of the Northwest merger.
Yeah, DL is slowly building back its presence at Asia with its own metal but they are still a distant second to UA now. So, when you say outside of CA, do most of those flights come in the form of a JV? I would say UA is the most dominant U.S. carrier inside and outside of the California market. And don’t get started about how profitable DL is. It just means they focus on destinations where they can compete and drop out where there is strong competition such as from the Asian carriers. So, another way to look at it is that Delta is profitable in markets where it can compete and may be even dominate but it is a loser in the other markets so instead of improving itself it just flies away. And yes business is business and it is about profit but if your DL is so great why can’t it compete in those markets?
Typical Tim
He ignores United's network to get to this statistic. No, delta is not the biggest US carrier to Asia if you ignore California.
As everyone knows, Tim makes stuff up because he doesn't have any real data. United has about 30% more flights to Asia vs Delta in their network if you ignore California. It's about a tie if you ignore Guam. but Guam is in the US and it is a...
Typical Tim
He ignores United's network to get to this statistic. No, delta is not the biggest US carrier to Asia if you ignore California.
As everyone knows, Tim makes stuff up because he doesn't have any real data. United has about 30% more flights to Asia vs Delta in their network if you ignore California. It's about a tie if you ignore Guam. but Guam is in the US and it is a part of the United network. Sorry if that disappoints him.
He is the king of made up stats though. But I'll give him this. Delta is the largest carrier in the Southeast for airlines headquartered in Georgia, but not otherwise. Delta is also the largest carrier in SEA for carriers that operate the A350
Next Tim will be claiming UA is flying 737-900ER to Asia on some unknown schedule that nobody can locate including FlightAware themselves. But Tim still vaguely points you to look there.
RealTaylor asks, "It will be interesting to see which airline completes the build-out of its premium lounge network first."
I can tell you which of the big three network carriers will be last. As MaxPower demonstrated Delta will be last.
It will be interesting to see which airline completes the build-out of its premium lounge network first.
United opened the first Polaris lounge in 2016 ... 10 years later it still has no firm plans for a Polaris lounge in DEN.
American opened its first Flagship lounge in 2017 ... 9 years later it still has no firm plan for a Flagship lounge in CLT.
Delta opened its first D1 lounge in 2024 and they...
It will be interesting to see which airline completes the build-out of its premium lounge network first.
United opened the first Polaris lounge in 2016 ... 10 years later it still has no firm plans for a Polaris lounge in DEN.
American opened its first Flagship lounge in 2017 ... 9 years later it still has no firm plan for a Flagship lounge in CLT.
Delta opened its first D1 lounge in 2024 and they were halfway through building out the lounge network within 2 years ... will be interesting to see if they finish the last 4 lounges faster than United and American complete DEN and CLT, respectively.
You'd do well to consider using Google in the future before making statements that have no backing.
United's DEN Polaris Lounge is confirmed by United and estimated to open as early as 2028.
Lucky has even written articles about the announced CLT Flagship Lounge. You'll enjoy reading about the "no firm plan" at CLT there.
This article isn't referencing an announcement from DL about building a D1 lounge in ATL. It's a dig at...
You'd do well to consider using Google in the future before making statements that have no backing.
United's DEN Polaris Lounge is confirmed by United and estimated to open as early as 2028.
Lucky has even written articles about the announced CLT Flagship Lounge. You'll enjoy reading about the "no firm plan" at CLT there.
This article isn't referencing an announcement from DL about building a D1 lounge in ATL. It's a dig at records in Atlanta that is "confirming" it per my reading.
Cute try, but try googling before you betray your ignorance.
what precisely does "first" accomplish? even if CLT and DEN are finished before or after DL's big 4 interior US hubs.
DL has never been quick to rush into anything. In fact, DL usually moves later and slower but ends up in the best position.
all of the current big 3 were predominantly domestic airlines before 1978 (domestic deregulation) and started their own metal service about that time - there were some exceptions but the...
what precisely does "first" accomplish? even if CLT and DEN are finished before or after DL's big 4 interior US hubs.
DL has never been quick to rush into anything. In fact, DL usually moves later and slower but ends up in the best position.
all of the current big 3 were predominantly domestic airlines before 1978 (domestic deregulation) and started their own metal service about that time - there were some exceptions but the big 3 were pretty small internationally.
they all gained their domestic size largely through mergers and asset acquisitions.
UA is the undisputed largest US international carrier because of its merger w/ CO which had a high percentage of int'l vs. domestic revenue. But UA has a pretty big domestic disadvantage compared to AA and DL.
AA has not successfully competed in Northern hemisphere international markets outside of its JV partner hubs.
DL goes back and forth with UA for largest TATL airline and was the largest TPAC airline for a short period after the NW merger.
DL has taken about a 10 year hiatus with most of its TPAC network focused on just Tokyo and Seoul. but DL is ready to go after Asia/ Pacific again and it is the only realistic rearrangement of market share by the big 3 in the international markets.
Neither AA or UA have proposed nothing that changes how the US international market is divided.
and DL approaches the next phase of international growth w/ stronger finances and more focus on what it intends to achieve - Asia/Pacific and west coast esp. LAX domestic.
Getting there first is far less significant than who does what with the abililty to last and to rearrange the industry status quo
TD: "what precisely does "first" accomplish?"
Right! What goes does it do, to be "first!", like with "Free Wifi!", when the systems an airline runs (Delta) are going to be WAY far behind what other airlines (Southwest, Alaska, United) are employing.
Good point, Tim!
Nobody cares about what USED to be happening - only what's happening now.
*(good)
the incessant argument by the UA crowd is that UA will gain an advantage by adding Starlink and having it fleetwide AT SOME POINT IN THE FUTURE.
I have also said that B6 and DL have not had a booking or revenue advantage just because of having WiFi. It simply is not a big enough purchase driver compared to other things of which size and scope of an airline's network is most significant.
Pay attention...
the incessant argument by the UA crowd is that UA will gain an advantage by adding Starlink and having it fleetwide AT SOME POINT IN THE FUTURE.
I have also said that B6 and DL have not had a booking or revenue advantage just because of having WiFi. It simply is not a big enough purchase driver compared to other things of which size and scope of an airline's network is most significant.
Pay attention to the conversation and what was said, not what you wish was said so you can incessantly argue.
and RIGHT NOW, DL has more free WIFi equipped aircraft serving more of the world than any other airline. THAT is what is HAPPENING NOW, Paul.
you stepped right in it
No, Tim - you're stepping in it. First thing to do when you are digging a hole is to stop digging. Put down the shovel. But you can't seem to help yourself.
- You claim that Delta will take on United in the pacific. What's happening there now? United has 4x the market coverage.
- You claim that Southwest is eliminating United's planned Starlink advantage. What's happening NOW? (Hint: Southwest has 1 plane with...
No, Tim - you're stepping in it. First thing to do when you are digging a hole is to stop digging. Put down the shovel. But you can't seem to help yourself.
- You claim that Delta will take on United in the pacific. What's happening there now? United has 4x the market coverage.
- You claim that Southwest is eliminating United's planned Starlink advantage. What's happening NOW? (Hint: Southwest has 1 plane with it installed, United has 400)
- You claim that Delta has great wifi coming (LEO and improved Viasat once they get another satellite or two launched), ignoring the large coverage hole right NOW in the pacific, and the slow legacy systems Delta still employs on domestic aircraft.
- You claim Delta has the best operational metrics, ignoring how the YTD numbers (high cancellation rates, poor on-time arrivals, and large # of customer complaints) show how much Delta has fallen NOW.
- You claim that Delta will dominate with A350-1000s (another future promise). What about NOW?
I could keep going, but you'd ignore each specific one, as you always do, and pivot to something else. But like always, much of your hype for Delta hinges on either some promised great future that's yet to come (see the LEO install timeframe and how much better Delta's business class seat was going to be, until that plan imploded), or it focuses on some past that isn't relevant anymore (the obsession on Delta having "Free Wifi!" earlier than others). Put another way - which fast food restaurant was first with "Free Refills!" on sodas? Doesn't matter once everyone has it, or you're not paying for your meal anyway (business travelers).
Everyone knows that you over-promise about Delta, followed by Delta under-delivering. With you, it's same story, different book. And we'll get it from you again this weekend, next week, next month, and on and on and on...
The problem with DEN is it's central location in the country. International flying (and feed TO international flying) is better through hubs located at the "edges" of the country. For United, with LAX/SFO to the West, ORD on the North, IAH to the South, and EWR/IAD to the East, DEN is the odd man out.
If more international flying is added there, a Polaris lounge could follow. But not before.
American in CLT is a...
The problem with DEN is it's central location in the country. International flying (and feed TO international flying) is better through hubs located at the "edges" of the country. For United, with LAX/SFO to the West, ORD on the North, IAH to the South, and EWR/IAD to the East, DEN is the odd man out.
If more international flying is added there, a Polaris lounge could follow. But not before.
American in CLT is a more interesting study - with a heavy international presence in PHL and MIA, CLT is a bit "squeezed" geographically. But I'd bet we eventually see it there.
every airline has interior US hubs that overfly nearer hubs. ATL is not the closest DL hub to Asia/Pacific or Europe but DL has a large position to those regions from ATL.
Same thing for DTW and MSP; DL has a larger international operation at those two hubs than UA has at ORD.
UA's problem is that it concentrates its international service TOO MUCH at its coastal hubs and misses the ability to connect...
every airline has interior US hubs that overfly nearer hubs. ATL is not the closest DL hub to Asia/Pacific or Europe but DL has a large position to those regions from ATL.
Same thing for DTW and MSP; DL has a larger international operation at those two hubs than UA has at ORD.
UA's problem is that it concentrates its international service TOO MUCH at its coastal hubs and misses the ability to connect traffic from other parts of the US as a result.
DL is the largest US carrier to Asia outside of CA just because of the presence of its international operation from ATL, DTW, MSP and SLC
LTD says, "UA's problem is that it concentrates its international service TOO MUCH at its coastal hubs and misses the ability to connect traffic from other parts of the US as a result."
ORD: AMS ATH BCN BRU CDG DUB EDI FCO FRA GRU HND KEF LHR MUC MXP SNN ZRH
Don't confuse Tim with facts! He doesn't like that, and it makes him talk about "Free Wifi!" again.
As Walter Mitty Dunn, is unwilling to be honest about why it was reportedly fired by DL, why does he never miss an opportunity to defend the indefensible? It is so boring Walter, you repeat the same old drivel at every opportunity.
Your breath of airline knowledge is undeniably thin old bean.
Consistently unsubstantiated, limited to DL, AA, UA and with a smattering of B6, etc.
You may be able to prattle on...
As Walter Mitty Dunn, is unwilling to be honest about why it was reportedly fired by DL, why does he never miss an opportunity to defend the indefensible? It is so boring Walter, you repeat the same old drivel at every opportunity.
Your breath of airline knowledge is undeniably thin old bean.
Consistently unsubstantiated, limited to DL, AA, UA and with a smattering of B6, etc.
You may be able to prattle on about U.S. airlines, but have you ever set foot onboard a World Class Airline Walter?
Have you ever travelled beyond GA?
You are no pilot or air accident investigator and your airline analytical knowledge it appears is be well out of date. Not to mention limited to barely three, 3* U.S. examples.
However Walter, your redeeming feature has to be your unwavering support you give to Ben’s click count. Please allow me to show my appreciation for your endeavours by including my responses to your prattling Walter.
So, in conclusion Walter, are the reports true that DL payed you off?
thank you for signing into your "official" OMAAT account so we know the drivel is really yours.
This is a US based site where the majority of the focus is on US airlines.
you have no clue who I really am and the stupid assuptions you make only prove that you are the fool that you try to pretend everyone else is.
So, the narrative has changed from "fired" to "payed sic) off?
"you have no clue who I really am"
But we do... you seem to think you can just ignore your own documented internet history.
But like I've always said and you've proudly said today "Lucky & Gary have the ability to contact us via verified email -- everyone should be like that". Hey, They already know who you are, just have them validate that you weren't fired by Delta.
You're the one that...
"you have no clue who I really am"
But we do... you seem to think you can just ignore your own documented internet history.
But like I've always said and you've proudly said today "Lucky & Gary have the ability to contact us via verified email -- everyone should be like that". Hey, They already know who you are, just have them validate that you weren't fired by Delta.
You're the one that has claimed to even meet Gary Leff at the AUS airport. What does it matter if they confirm you weren't fired by Delta? But... you were so you won't.
you of all people prove everyday that you post that you have no clue who I am
you mean you haven't met Gary or Ben or Matthew?
Easy to prove who you are, Tim. I do love how you usually don't deny your past but you do try to swat away when your work history is brought up.
Alas, Ben doesn't return my phone calls -- I must be using the wrong number... Plus, I don't have the same mental illness draw that you do for these meetups.
you are ignored and don't have anywhere near the intel you think you do, including about me.
but you do have cirium access so you have that going for you.
lol. it's funny you say I'm ignored since you HAVE TO REPLY to me lol. Stop being so easy to prove wrong. Rebel and I are usually besties unless he goes a little too crazy pro UA ;)
As ever, your statements are funny but tipped over to laughing stock a few articles ago.
but again... no denial about your past.
Tim, your past on a.net is well documented. Maybe you should stop the crazy and your fellow Delta buddies won't throw you under the bus.
ATL is what no other US airline has - a highly efficient, low cost hub that DL dominates far better than any US airline dominates any other hub airport by the mere fact that DL pushes more revenue through ATL than any other US airline pushes through any other airport.
DL at ATL is the largest international operation for a US airline. and it has done that without a D1 lounge.
Atlanta punches well...
ATL is what no other US airline has - a highly efficient, low cost hub that DL dominates far better than any US airline dominates any other hub airport by the mere fact that DL pushes more revenue through ATL than any other US airline pushes through any other airport.
DL at ATL is the largest international operation for a US airline. and it has done that without a D1 lounge.
Atlanta punches well above its weight w/ air service and the local ATL air travel market is much larger than the GDP suggests.
most significantly, ATL operationally runs well and has significant growth capacity not just as DL increases the gauge of aircraft that ATL's gates can accommodate but also adds gates including through the withdrawal and reduction of service by other carriers.
AA and DL have massive domestic overlap in the SE but DL serves more of it with mainline aircraft and provides more international connections from secondary cities that have little to no international service.
UA is a distant 4th in its service to airports outside of its hubs.
ATL and the addition of premium services to ATL is as much if not more about connecting small and medium sized cities to DL's growing international network than it is about local ATL passengers.
DL is and will lead the industry in tapping into the premium travel market not just in the hubs it dominates but even more so in the secondary and smaller cities throughout the US and ATL will play a huge role in that international growth for DL.
"DL at ATL is the largest international operation for a US airline."
Except that it's not, That would be AA in MIA. nearly 2x as many flights and more seats. Hell, even UA at IAH has more international flights per day vs DL at ATL
incorrect.
DL at ATL moves more international REVENUE than AA at MIA. AA moves lots of passengers over fairly short distances which is also true about UA at IAH.
DL also has more Latin ASMs than UA at IAH.
DL at ATL is a massive international gateway across the Atlantic and to Latin America along with the largest eastern US gateway to Asia than any other airline outside of the west coast except...
incorrect.
DL at ATL moves more international REVENUE than AA at MIA. AA moves lots of passengers over fairly short distances which is also true about UA at IAH.
DL also has more Latin ASMs than UA at IAH.
DL at ATL is a massive international gateway across the Atlantic and to Latin America along with the largest eastern US gateway to Asia than any other airline outside of the west coast except for AA at DFW.
no other US airline has as diverse or large of an international network as DL has at ATL. The fact that DL has managed to do what it has done without a Delta One lounge is what is amazing.
and let's not forget that DL has more lounges and space at ATL via its SkyClubs than any other airline has anywhere in the world.
No other airline has anything like DL has at ATL - domestic or international.
Correct. Delta in ATL is smaller than AA in MIA. But I do love you always moving the goalposts to some new metric when you realize you have no idea what you're talking about. It's like a dartboard that you just throw things at. First you're wrong about the size US hub international traffic. Now you're just hoping you're right about revenue after moving the goal posts. lol. Your ineptitude does not disappoint lol
Post...
Correct. Delta in ATL is smaller than AA in MIA. But I do love you always moving the goalposts to some new metric when you realize you have no idea what you're talking about. It's like a dartboard that you just throw things at. First you're wrong about the size US hub international traffic. Now you're just hoping you're right about revenue after moving the goal posts. lol. Your ineptitude does not disappoint lol
Post your revenue numbers. I already know what they are. But I also know you're just making things up since you were already proven wrong.
"DL also has more Latin ASMs than UA at IAH."
lol. Also not true. You really do just make stuff up hoping that United's extensive Mexico network out of IAH will make you right..
In 2025,
United to Latin America -- IAH vs ATL
UA had 123% more flights (aka. more than double)
UA had 65% more seats to Latin America
UA had 12% more ASMs to Latin America
In 2026, that lead has only increased for United.
Keep it up, tiger. I use data and facts. You just hope and pray for your data. How much dumber do you want to appear? Any more hopes and dreams you want to throw at the wall? lol
Tim Dunn. King of shooting an arrow, then painting a bullseye around the spot it landed.
“largest eastern US gateway to Asia than any other airline outside of the west coast except for AA at DFW”
Um, huh?
2x ATL-ICN
1x ATL-HND
1x ATL-TLV (suspended due to Iran crises)
UA @ EWR
2x EWR-TYO
1x EWR-DEL
2x EWR-TLV (suspended due to Iran crises)
1x EWR-DXB (suspended due to Iran crises)
also EWR-ICN coming online in three months
I realize your going to pull...
“largest eastern US gateway to Asia than any other airline outside of the west coast except for AA at DFW”
Um, huh?
2x ATL-ICN
1x ATL-HND
1x ATL-TLV (suspended due to Iran crises)
UA @ EWR
2x EWR-TYO
1x EWR-DEL
2x EWR-TLV (suspended due to Iran crises)
1x EWR-DXB (suspended due to Iran crises)
also EWR-ICN coming online in three months
I realize your going to pull your moving of the goalposts of it being East Asia or whatever.
And fine if you want to add the 2x ATL-ICN on KE, but then UA should similarly get to count the 2x TYO-JFK on NH.
incorrect.
AA at MIA moves more left handed people wearing purple t-shirt size XXL and above who likes to drink vodka than DL at ATL.
Stupid moving the goal post Tim.
Stop trying
Aero B13A say, “ Tinkering with free WiFi and airport lounges is not going to raise the U.S. airline’s up the World Rankings.”
The rankings that matters for businesses are financial. Looks like Delta and United are doing quite well, thanks. Enjoy those Kafala carriers. Not my cup of tea, but Brits do seem to love that kind of thing.
thank you for acknowleding that finances matter.
yes, DL and UA have led the US airline industry financially - and yet DL made 50% more than UA even after UA led DL in 1st quarter 2025 earnings.
Would you like to explain how that happened?
and would you like to guess how much UA's earnings for the 2nd quarter will be impacted by labor settlement "charges" which will really just be no-interest loans that UA...
thank you for acknowleding that finances matter.
yes, DL and UA have led the US airline industry financially - and yet DL made 50% more than UA even after UA led DL in 1st quarter 2025 earnings.
Would you like to explain how that happened?
and would you like to guess how much UA's earnings for the 2nd quarter will be impacted by labor settlement "charges" which will really just be no-interest loans that UA employees made to the company over the years to inflate UA's earnings?
and specific to Aero's statement and your reasonably good answer, the reason UA carries do as well as they do in the international market is because they have huge access to the US market which is far bigger than the gateways to/from which any international flight departs and because of the huge corporate travel market.
DL leads in both of those categories so thank you for the setup in highlighting how DL's international growth will make a difference not just from its interior US hubs as they get D1 lounges but also from its west coast TPAC gateways and the hundreds of smaller cities where DL has the best revenue and international connectivity of the big 3.
"Would you like to explain how that happened?"
You're honestly asking someone to dissect profitability drivers for the US3 on a comment section? This is such a Tim dunn type comment. Inability to respond to the initial comment so instead you try to broaden then you attack when someone doesn't respond to your ridiculously overbroad comments about a topic/question that only you're on ;)
Let me help you out with Delta's drivers, per their...
"Would you like to explain how that happened?"
You're honestly asking someone to dissect profitability drivers for the US3 on a comment section? This is such a Tim dunn type comment. Inability to respond to the initial comment so instead you try to broaden then you attack when someone doesn't respond to your ridiculously overbroad comments about a topic/question that only you're on ;)
Let me help you out with Delta's drivers, per their own investor days:
1. Monopoly hubs
2. Credit card deals
3. Mostly non-union labor -- Delta gives a good wage but gets their financial benefit in work rules and other benefits like healthcare
you hit the top 3 - as much as you mock it.
The only retort I have is "what has AA and UA been doing for the past 48 years of deregulation that DL figured out and they did not?"
Yes, DL has managed to outlast competitors in its big 4 hubs including ATL which is a huge local market and is doing the same thing at NYC and BOS and is now focusing on...
you hit the top 3 - as much as you mock it.
The only retort I have is "what has AA and UA been doing for the past 48 years of deregulation that DL figured out and they did not?"
Yes, DL has managed to outlast competitors in its big 4 hubs including ATL which is a huge local market and is doing the same thing at NYC and BOS and is now focusing on LAX
Amex has existed for like, almost ever. well, longer than the US airline industry.
and yet DL saw value in a relationship wiht Amex that AA and UA missed.
DL is efficient and its labor delivers more revenue per employee than any other US airline and probably any airline in the world.
and the same is equally true between DL's unionized and non-union employees. It is about how well you treat employees and has nothing to do w/ non-union status.
DL just figured out things that lead to success before AA and UA and in many cases neither of those two have yet to figure out how to get what DL has.
thanks for playing but you simply highlight why DL is the best run airline and business and has accomplished what no other airline is even capable of doing what DL is doing.
No, DL was the best run airline under Anderson, Hauenstein, et al when they went 243 days in 2018 without a cancellation. Those days are long gone and DL's employees and customers know it.
All this gum bashing is of no avail in the real world outside the U.S.
Fact, no current U.S. airline has a star rating above 3*.
Fact, the U.S. airline industry is currently engaged in a race to the bottom of the World Airline Rankings.
Tinkering with free WiFi and airport lounges is not going to raise the U.S. airline’s up the World Rankings.
Worth saying since it's easy to just respond to the cheerleader.
Great news for ATL pax. Welcome to the club of big airline having a business class lounge, Atlanta! You're the last major megahub to announce joining the club, but welcome!
Woah, easy there... premature sarcastic celebration... gotta wait until 2029, sir! *facepalm*
Well, well, they're finally putting in a Delta Scum lounge in ATL. What a wonderful place for the stupid and brainwashed to gather. It's Bushwood Country Club in real life.
ORD, tell us the story of how jetBlue fired you? Go on. I've heard it's a good one!
ORD, was fired too? …. this site gets more interesting by the minute …. :-)
I've never worked for an airline. My hatred for B6 comes from my hatred for anything Noo Yawk, and they're Noo Yawk's Hometown Airline.
About. Freaking. Time. (Oh, wait, 2029? Serious??) I get it, HQ, fortress hub, captive audience. But, to have 2 at LAX, and none at ATL, until 2029... c'mon, Delta.
‘It is a given that ATL-ICN will be one of the earliest 35K routes. The question is when DL starts JFK-Asia and how many routes besides JFK-ICN DL starts.’
Tim, your statement would not matter much. If paying for own ticket, why would anyone choose Delta or any U.S. carrier from JFK to Asia? Even if UA gets slots back at JFK and starts flying to Asia from there, I will still say the same...
‘It is a given that ATL-ICN will be one of the earliest 35K routes. The question is when DL starts JFK-Asia and how many routes besides JFK-ICN DL starts.’
Tim, your statement would not matter much. If paying for own ticket, why would anyone choose Delta or any U.S. carrier from JFK to Asia? Even if UA gets slots back at JFK and starts flying to Asia from there, I will still say the same thing. So, JFK to HKG nonstop definitely CX and not any U.S. carrier or JFK to TPE I would choose CI over any possible future nonstop flight by DL or UA.
and yet UA is the largest TPAC carrier, regardless of nationality.
You may not choose a US carrier but US carriers do carry a substantial amount of US originating traffic and esp. corporate traffic.
DL carries more corporate travel than any other airline.
They are about half the size of UA - and comparable to KE pre-merger and CX.
UA is not going to start JFK international service; at best, they will serve a...
and yet UA is the largest TPAC carrier, regardless of nationality.
You may not choose a US carrier but US carriers do carry a substantial amount of US originating traffic and esp. corporate traffic.
DL carries more corporate travel than any other airline.
They are about half the size of UA - and comparable to KE pre-merger and CX.
UA is not going to start JFK international service; at best, they will serve a handful of domestic destinations where they will be one of 4 airlines and, even if B6 goes belly up and walks away from JFK, it will still be AA, DL and UA with DL having a substantial advantage.
DL will re-add JFK to Asia and not do it just to ICN where it has an enormous advantage.
Given that UA had a fairly large EWR to Asia presence before the Ukraine war and Russia airspace restrictions but flies less than half of the markets it once served, there is an opportunity for DL if it chooses to use its A350s which have greater range and capacity which matter more on ultra long haul flights.
DL is very methodical about its strategic focuses - it is focused on LAX and the west coast to Asia right now but ATL and NYC will see more Asia/Pacific flights. with 20 35Ks coming in a pretty short period of time, the addition of new ATL and JFK to Asia flights is going to happen.
Methodical? Resting on its laurels after the A team executives have left. A lawyer and a GE guy. What could go wrong?
your real question - which you clearly can't comprehend - let alone admit - is what happens to UA given that DL, already the world's highest revenue airline and the US' most profitable, goes directly after what has been UA's advantage - its larger international network.
Yes, methodical. DL already has a larger presence in the most high value domestic markets and is targeting the international market.
what WILL go wrong for UA esp....
your real question - which you clearly can't comprehend - let alone admit - is what happens to UA given that DL, already the world's highest revenue airline and the US' most profitable, goes directly after what has been UA's advantage - its larger international network.
Yes, methodical. DL already has a larger presence in the most high value domestic markets and is targeting the international market.
what WILL go wrong for UA esp. is that it cannot grow its domestic network as much as DL will grow its international network.
UA has nothing even remotely close to what DL has in ATL. DL has built the US' largest international and domestic hub at ATL w/o a DL One lounge.
The addition of DL1 lounges at ATL, DTW, MSP and SLC all within a fairly short period of time will be a massive competitive game changer.
Your fear of what DL will do is on full display.
“DL already has a larger presence in the most high value domestic markets”
#/Metro/GDP (t)
1/NYC/$2.4
2/LA/$1.4
3/ORD/$0.9
4/SFO/$0.8
5/DFW/$0.8
6/IAH/$0.8
7/DC/$0.8
8/BOS/$0.6
9/ATL/$0.6
10/SEA/$0.6
.
.
15/MSP/$0.4
16/DTW/$0.3
18/DEN/$0.3
.
.
.
37/SLC/$0.1
we're not talkikg about GDP but about the DOMESTIC air travel market which is what I said.
UA is not the largest domestic carrier in NYC or at LAX. It is far smaller than AA and WN in domestic revenue in the Baltimore/Washington domestic market.
and ATL carries far more domestic revenue than its GDP suggests it should. So does DTW, MSP and SLC.
DL has figured out how to dominate markets not just at...
we're not talkikg about GDP but about the DOMESTIC air travel market which is what I said.
UA is not the largest domestic carrier in NYC or at LAX. It is far smaller than AA and WN in domestic revenue in the Baltimore/Washington domestic market.
and ATL carries far more domestic revenue than its GDP suggests it should. So does DTW, MSP and SLC.
DL has figured out how to dominate markets not just at its big 4 hubs but is increasingly doing that at its coastal hubs. DL has more share in NYC than AA and B6 combined, has easily surpassed B6 in BOS and is still growing, and is now gunning for LAX while being a PITA and limiter of growth to AS in SEA.
if Pan Am failed bcause it didn't have a strong domestic route network, DL is poised for outsized international growth precisely because it is using its massively business-oriented domestic network to grow its international network and will do that far more effectively than any other carrier.
No airline has grown domestically as fast as UA and more aircraft and gates are on the way. Again, you are incapable of even the most basic trend or data analysis or even simple percentages. Pan Am? That is hilarious.
"Delta is the only carrier who has high-speed lounge building of any global airline. UA does not have an advantage because they have already built their international J lounges at all of their hubs years ago." -TD, probably.
Good. This is massively overdue. All US carriers should have their top offerings at their international hubs. Next up for Delta should be DTW then MSP after this. And no, I don’t want a Master’s length dissertation about why it is not “cost needed”; if you have an intl. outstation, have a top level lounge.
agree. as noted, DL simply was not willing to let DTW, MSP and SLC - all of which can have a Delta One lounge - before ATL is well on the way to having one.
DL will add not just one but 4 lounges within a pretty short period of time, not unlike what it did with the opening of JFK, LAX, BOS and SEA
the competitive impact of 4 new D1 lounges that can...
agree. as noted, DL simply was not willing to let DTW, MSP and SLC - all of which can have a Delta One lounge - before ATL is well on the way to having one.
DL will add not just one but 4 lounges within a pretty short period of time, not unlike what it did with the opening of JFK, LAX, BOS and SEA
the competitive impact of 4 new D1 lounges that can serve far more flights and more of DL's network than the 4 existing D1 lounges is what will dramatically shift revenue and market share in the US international market.
“ DL will add not just one but 4 lounges within a pretty short period of time”
In 2029ish? Yikes!
the real part you struggle to admit is that can and will grow its D1 network from 4 to 8 in a pretty short period of time.
If UA's Polaris network is an advantage now, then DL will very quickly match and exceed what UA has.
THAT is what you mock because you can't stand to admit that DL will target UA's biggest advantage - international - while UA cannot grow domestic near as much as DL can grow international
the real part you struggle to admit is UA simply doesn't fly 737 EWR-LAX
@ Tim Dunn -- We're waiting to learn which EWR-LAX frequencies UA operates with 737-900ERs, please!! These are the important details!
THAT is what you mock because you can't stand to admit that Tim Dunn is WRONG.
So to use Tim logic - how much extra did UA win and DL lose when UA had six Polaris Lounges while DL had at first zero and only recenlty has four?
Because unless you can answer that with preciseness, I am led to understand that your comment that DL having more D1 lounges than United has Polaris lounges (within 3-5 years) and it dramatically shifting revenue is not a claim you can make.
No. Mot what I said. No.
Business Class Club Locations
UAL: (6) EWR, IAD, ORD, IAH, SFO, LAX
AAL: (6) JFK, PHL, MIA, ORD, DFW, LAX
DAL: (4) BOS, JFK, SEA, LAX
thank you for highlighting that DL will take the lead in just a few years
the real shootout will be on the west coast and to Asia over the next 3 years.
It is a given that ATL-ICN will be one of the earliest 35K routes. The question is when DL starts JFK-Asia and how many routes besides JFK-ICN DL starts.
it is actually UA that has been resting on its laurels and level of...
thank you for highlighting that DL will take the lead in just a few years
the real shootout will be on the west coast and to Asia over the next 3 years.
It is a given that ATL-ICN will be one of the earliest 35K routes. The question is when DL starts JFK-Asia and how many routes besides JFK-ICN DL starts.
it is actually UA that has been resting on its laurels and level of international service while trying desperately to get out of 4th place in the domestic market.
DL is taking aim at UA in international markets that strategically matter. It is most noteworthy that UA did absolutely nothing since DL announced and has now started LAX-ORD and LAX-HKG
“ thank you for highlighting that DL will take the lead in just a few years”
What year is that? We seem to have read different articles
feel free to tell us what AA and UA plan to do by 2029ish to their premium international lounge networks.
and, again, DL has managed to be the most profitable US airline not just domestically but also internationally so the real question is what the DL One lounges do for DL's international growth esp. in markets like LAX and NYC where UA has had a clear lead.
DL returning to JFK-Asia will be a massive...
feel free to tell us what AA and UA plan to do by 2029ish to their premium international lounge networks.
and, again, DL has managed to be the most profitable US airline not just domestically but also internationally so the real question is what the DL One lounges do for DL's international growth esp. in markets like LAX and NYC where UA has had a clear lead.
DL returning to JFK-Asia will be a massive competitive reset while they have never made a big international push from LAX
DL will have 3 hubs in east coast states with a large international network from each plus a large international operation on the west coast - but which will still be smaller than UA. DL will be larger internationally - as it already is - than UA is from interior US hubs. AA's DFW hub carries all of the weight for AA in the interior US.
There will be a rearrangement of international market share and revenue in the US travel market over the next 3-5 years.
Adding D1 lounges at ATL, DTW, MSP and SLC will drive DL's growth in revenue from its largest hubs.
2029? Probably two or three renovations/additions by then. It’s embarrassing how long DL takes for such things.
So your answer to my question is 2029?
Sorry. That's wrong. reread the article. The correct answer is Delta MAY have 5 by 2029 (though as Lucky notes... that's not confirmed by Delta).
But as ever, when asked a direct question, your ability to write 5 paragraphs about something else and ignore backing up your own statements is... well, I'd say unprecedented but you've established that precedent long ago so let's just call your...
So your answer to my question is 2029?
Sorry. That's wrong. reread the article. The correct answer is Delta MAY have 5 by 2029 (though as Lucky notes... that's not confirmed by Delta).
But as ever, when asked a direct question, your ability to write 5 paragraphs about something else and ignore backing up your own statements is... well, I'd say unprecedented but you've established that precedent long ago so let's just call your inability to back up your own statements as laughable. ;)
But since you asked... AA has announced (and American announced it unlike Delta with their timid inability to even talk about an ATL lounge timeline publicly) that CLT will be getting a new Flagship Lounge and MIA will be getting a completely redone Flagship Lounge -- I don't think Lucky's article on CLT announced a timetable but it's likely that AA will be at 7 Flagship lounges by 2029 while Delta will STILL be 2 behind, but more likely 3 by that point. UA also has announced plans for a DEN Polaris lounge potentially open by 2028.
https://onemileatatime.com/news/american-flagship-lounge-charlotte-airport/
https://onemileatatime.com/news/miami-new-american-flagship-lounge-expanded-admirals-club/
Timmy, we've talked about you just saying random things and asking questions you clearly don't know the answer to.
Use facts, use data, use logic and you won't be embarrassed so easily. You truly make it FAR too easy to prove how little you know.
doesn't matter if it is 2033.
DL has clearly held back adding Delta One lounges to its interior US hubs because of how difficult it has been to find space and then build it out for a D1 lounge.
DL never has wanted DTW, MSP and SLC to get D1 lounges before ATL.
DL already operates the US' airline industry's largest international operation at a single airport at ATL
If DL has achieved what...
doesn't matter if it is 2033.
DL has clearly held back adding Delta One lounges to its interior US hubs because of how difficult it has been to find space and then build it out for a D1 lounge.
DL never has wanted DTW, MSP and SLC to get D1 lounges before ATL.
DL already operates the US' airline industry's largest international operation at a single airport at ATL
If DL has achieved what it has at ATL w/o a D1 lounge, it is incredible to think about what DL will achieve at ATL, DTW, MSP and SLC with D1 lounges.
add on the domestic capacity that is being added because of refurbished gates and the inevitable new international flights, and DL already has what no other US airline has and the gap between DL and the rest of the industry will only grow.
THAT is what is so hard for you to accept, let alone admit.
"doesn't matter if it is 2033."
We'll just go ahead and take this as an admission of your admitting what you said previously was made up.
Thanks for admitting that there is no timeline for Delta to ever have more D1 lounges vs AA and UA.
The facts are that Delta has no plan to have more D1 lounges vs AA and UA.
Again, Use facts and data, Tim. Not your imagination. "#"...
"doesn't matter if it is 2033."
We'll just go ahead and take this as an admission of your admitting what you said previously was made up.
Thanks for admitting that there is no timeline for Delta to ever have more D1 lounges vs AA and UA.
The facts are that Delta has no plan to have more D1 lounges vs AA and UA.
Again, Use facts and data, Tim. Not your imagination. "#" of lounges is a rather weird yardstick but it was yours, not mine.
"DL has clearly held back adding Delta One lounges to its interior US hubs because of how difficult it has been to find space and then build it out for a D1 lounge."
And again... what complete rubbish. ATL has HOW MANY Sky Clubs? SLC is BRAND NEW with more terminal coming online and you're seriously going to attempt to say that Delta couldn't have thought about where to put a D1 lounge?
you're funny, but try not to be a laughing stock ;)
Fwiw, this is a pretty dumb dick measuring contest.
The quality of lounges is what matters at the end of the day. And the D1 lounges are substantively better than Polaris/Flagship.
Difficult to get space in second tier cities that DL dominates? BS. This is all about DL not wanting to spend $ where they have a captive audience.
this is in line w/ previous statements. Finding space in ATL has always been the problem and the challenge to overcome.
DL would have to start from scratch in ATL; they managed to find enough space to be able to build what will be one of their largest lounges.
Although ATL is DL's largest international station (not all flights have Delta One), many passengers don't have time for connections.
With confirmation of a timeline for...
this is in line w/ previous statements. Finding space in ATL has always been the problem and the challenge to overcome.
DL would have to start from scratch in ATL; they managed to find enough space to be able to build what will be one of their largest lounges.
Although ATL is DL's largest international station (not all flights have Delta One), many passengers don't have time for connections.
With confirmation of a timeline for opening and ATL D1 lounge, DL will commit to D1 lounges for DTW, MSP, and SLC, all of which will be easier
The real takeaway is that DL will add on to what is already the largest airline lounge network in the world with 4 more that, along w/ what DL already has will touch every longhaul route DL flies.
It is remarkable is how well DL is doing without D1 lounges; it is certain to build onto that lead w/ Delta One lounges in at least 8 hubs and international gateways.
Delta reports earnings in a couple weeks. Q2 and beyond is turning into a very nice platform for the arrival of the A350-1000s in just over 6 months and a flurry of new international routes.
Tell us more about political connections with cities and airports ? Taxpayers provide money ?
ATL is one of the lowest cost airports. Taxpayers pay nothing for terminal upgrades such as this.
DL is nearing completion of the complete rebuilding of Concourse D which will make nearly all gates capable of large narrowbodies such as the 321 and 737-10 which significantly shifts the center of DL's operations away from just concourses A and B.
the rebuilt mid-field terminal complex opened almost 50 years ago and ATL is by far...
ATL is one of the lowest cost airports. Taxpayers pay nothing for terminal upgrades such as this.
DL is nearing completion of the complete rebuilding of Concourse D which will make nearly all gates capable of large narrowbodies such as the 321 and 737-10 which significantly shifts the center of DL's operations away from just concourses A and B.
the rebuilt mid-field terminal complex opened almost 50 years ago and ATL is by far the most efficient and high capacity airport in the US.
the fact that DL has managed to outlive its competitors and have the largest airline share in a top US metro is nothing short of incredible.
It’s like D1 suites. They’re nice, but relatively rare compared to the competition.
Doesn't Delta have more airplanes with suites than UA or AA?
By your way of measuring things, isn't that what matters?
UA has 84% more lie-flat seats, 43% more per int’l departure and twice as many int’l Econ + seats than DL. DL plans on following UA’s lead sometime in the future with its seat/bed choice and more premium int’l.
You're shifting the goalpost. You specifically said "suites", not lie-flat seats. Delta has more suite equipped planes. See how facts work when you don't try and distort things?
Yes, DL has more than 80 D1 equipped aircraft and that will exceed 125 in a couple years as the 35Ks arrive and the 330CEOs get modded w/ D1 Suites.
Suites aren't the only thing that matters but it is amazing how much some people like rebel love to incessantly argue about UA's size but can't admit - because it is simply too painful - that DL is targeting UA where UA has the advantage...
Yes, DL has more than 80 D1 equipped aircraft and that will exceed 125 in a couple years as the 35Ks arrive and the 330CEOs get modded w/ D1 Suites.
Suites aren't the only thing that matters but it is amazing how much some people like rebel love to incessantly argue about UA's size but can't admit - because it is simply too painful - that DL is targeting UA where UA has the advantage - its international network while UA cannot grow its domestic network as much as DL can grow its international network.
DL has never been focused on size for size's sake. It is precisely because DL has figured out how to make more money than any other US airline that it has advantages including growth that no other airline can duplicate.
A couple of years. Try over four years at the slow rate Delta refurbishes interiors.
"DL has never been focused on size for size's sake"
You'd really enjoy reading Delta investor day decks. Those would really disabuse you of the notion that Delta is some humble carrier that doesn't focus on size for size's sake ;)
"while UA cannot grow its domestic network as much as DL can grow its international network."
You can keep repeating this, but it isn't true. Space at DEN is unlimited to continue to build,...
"DL has never been focused on size for size's sake"
You'd really enjoy reading Delta investor day decks. Those would really disabuse you of the notion that Delta is some humble carrier that doesn't focus on size for size's sake ;)
"while UA cannot grow its domestic network as much as DL can grow its international network."
You can keep repeating this, but it isn't true. Space at DEN is unlimited to continue to build, if UA and Den want to. IAH and IAD have more gates coming online this year alone. ORD will have more gates in the coming years.
But also, where is Delta's international growth coming from? Their locked in gate counts at SEA and LAX? I'm sure they'll get some TBIt gates for some degree of growth, but DL is far more locked down in terms of TPAC growth and their SEA position honestly just seems untenable as the permanent 2nd place position with no ability to change that. Tim, Your little buddy Jetlanta even admitted that SEA is no longer Delta's focus.
But I'd pay special attention to DEN. Much like Dfw, there is no real space limitation on growth at either growth but DEN Especially. Anyone can look at a google map of DEN, DFW, and ATL and quickly realize who has space to grow the terminal space and who does not. ATL does not, DEN/DFW do. DFW is already building that next phase to easily surpass ATL's longheld dominance on flights per day.
DEN is in a similar geographically advantageous position as DFW -- very well positioned to carry East/West traffic and not a backtrack to do so like ATL is. And also not too far east like DTW or too north like MSP to incur extra fuel expense vs DEN/DFW.
2029ish? Wow!
I’m a little confused by this statement:
The city is reimbursing Delta up to $63 million for construction of the lounge, given that the airline is building out the space from a “shell”
Is DL building the shell and therefore getting reimbursed since they are expanding the footprint of the airport? I understand “Building out from a shell” to mean the opposite- the core of the building exists and DL is simply finishing it, in...
I’m a little confused by this statement:
The city is reimbursing Delta up to $63 million for construction of the lounge, given that the airline is building out the space from a “shell”
Is DL building the shell and therefore getting reimbursed since they are expanding the footprint of the airport? I understand “Building out from a shell” to mean the opposite- the core of the building exists and DL is simply finishing it, in which case I don’t understand the reimbursement.
City taxpayers provide the money to the city , and the money goes to ... whomever has connections . Politics .
Wrong. No City funds are used. 100% funded by the airlines under the AULA.
Correct. DL's CMAR will build the core & shell (funded by the airport via GARBs / PFCs), then complete the tenant improvements (funded by DL via CapEx).
The city is paying Delta to expand the airport and the city will own the space. Delta will be leasing the space back from the city.
This again will be too late. Delta has lost their premium status. United and Southwest are climbing; Delta is sinking. You don't need a massive lounge in 2029 when you have no passengers left...