Delta Air Lines is planning on opening new premium lounges for Delta One business class passengers. The Atlanta-based airline has slowly been revealing details about this, and we now have some more specifics, so let’s go over everything we know.
In this post:
Delta One business class lounge basics
Delta has announced plans to open two Delta One lounges, dedicated specifically to premium business class passengers:
- A Delta One Lounge JFK will be opening in “early” 2024
- A Delta One Lounge LAX will be opening in 2024
For context, Delta Sky Clubs are Delta’s standard lounges, which are open to members, select credit card holders, and select premium cabin travelers. On the surface, Delta Sky Clubs are superior to American Admirals Clubs and United Clubs, in terms of the soft product (particularly food & drinks). However, there are two catches:
- Both American and United have special non-membership lounges for premium travelers
- Delta has had horrible Sky Club crowding issues, much worse than at American and United; this has caused the airline to completely overhaul its lounge entry requirements
Of all of these lounges, I’d say United Polaris Lounges are the best, though they also have the strictest access requirements. American Flagship Lounges are also great, and are open to more passengers. So essentially Delta will be playing catch up with American and United here.
We know that Delta One Lounges will “feature a dedicated level of service that elevates the lounge experience as Delta continues to expand premium services.” I’m guessing for most potential guests, the most exciting development is that these lounges may further help solve the Sky Club crowding issue that Delta has. At a minimum, it means select premium passengers won’t have to deal with that level of crowding anymore.
Delta One Lounge JFK opening early 2024
As part of Delta’s overall expansion at JFK Terminal 4, a Delta One Lounge is expected to open at the airport in early 2024 (this already represents a delay, as previously it was supposed to open in 2023). The lounge is expected to be roughly 36,000 square feet, and it will be located near Concourse B in Terminal 4, adjacent to the main security checkpoint.
This is separate from a new Delta Sky Club coming to Concourse A, which will open in the summer of 2023, and is expected to measure 14,000 square feet. You can (sort of) get a sense of Delta’s growth from the below slide, though unfortunately it’s quite blurry.
Delta One Lounge LAX opening 2024
As part of Delta’s overall expansion and transformation at LAX, a Delta One Lounge is expected to open at the airport in 2024. The lounge is expected to be roughly 10,000 square feet, and it will be connected to the existing Delta Sky Club Terminal 3. Obviously this lounge will be significantly smaller than the JFK lounge, though in fairness, there will also be a lot fewer eligible passengers out of LAX.
Even beyond the lounge, a new Delta One check-in area is expected to open at LAX in 2023. So far LAX is the only airport that’s officially expected to get such a facility, though it’s an exciting development.
Delta actually used to have one of these at LAX back in the day, so you can expect that this will make the check-in experience a bit more seamless for select premium passengers.
What should we expect from Delta One Lounges?
We have no actual sense of what to expect from Delta One Lounges yet, so all we can do is speculate. Here are a few general thoughts:
- I would guess that these lounges will be open to anyone with a business class ticket marketed as Delta One, which would include most long haul international flights, premium transcontinental flights, and select short haul international flights
- Delta Sky Clubs already have a pretty decent food selection, so I would imagine Delta One Lounges would feature significantly elevated offerings; maybe we’ll see a la carte dining, like in United Polaris Lounges
- Then again, at least the JFK location is expected to be massive, at 36,000 square feet, so I wouldn’t expect this to be all that bespoke of an experience; maybe we’ll just see a slightly elevated food and drink selection, and a way to add lounge capacity by providing a bit of differentiation
- Hopefully we see some other elevated amenities, like nap rooms, some sort of fitness options, nicer shower suites, etc.
Historically Delta invests quite a bit in its premium soft product, so I’m curious if that will apply at these Delta One Lounges.
Bottom line
Delta has announced plans for at least two Delta One Lounges, including a lounge at JFK and LAX, both of which are expected to open in 2024 (with the JFK Delta One Lounge likely opening first). The JFK location is expected to be 36,000 square feet, while the LAX location is expected to be just 10,000 square feet.
I’m curious to learn more details about plans for Delta One Lounges, and in particular what amenities will be like. One thing is for sure — these lounges can’t come fast enough, given Delta Sky Club crowding issues.
I can’t help but find the overall execution here to be disappointing, though. Delta is so many years behind the competition, and has only announced plans to open two of these lounges. It sounds like we shouldn’t expect similar lounges in Atlanta or Detroit, which could also desperately use a differentiated premium experience.
What do you make of these Delta One Lounges, and how good do you think they’ll be?
Same circus different tent
Bravo for Delta! I’m sure these two will not be the last two. And I’m equally sure the lounges when completed will be on par with Polaris and Flagship, perhaps even better. Lots of improvements in Premium Travel across many airlines is very encouraging following the dark days of the pandemic.
DL is such a "leader" trailing AA by 5 years and UA by 3 years in opening premium clubs (not to mention Comfort plus which AA has had for 5 years and UA is in their final phases of adding it to their planes). DL service isn't what it was and cracks are showing. Sky Clubs are a mess (give me an Admirals Clubs any day) and these DL One clubs will be equally messy. DL used to be my airline of choice but no longer.
actual industry data shows that Delta and United get comparable average fares in international markets around the world with American trailing both.
UA is larger in the international market while DL is larger domestically - compared to each other.
Both invest where they believe they need to and that is true for their lounges. Delta clearly did not need to have business class lounges in order to get the premium international revenue they...
actual industry data shows that Delta and United get comparable average fares in international markets around the world with American trailing both.
UA is larger in the international market while DL is larger domestically - compared to each other.
Both invest where they believe they need to and that is true for their lounges. Delta clearly did not need to have business class lounges in order to get the premium international revenue they have had in major coastal markets.
As DL expands into coastal markets - they have overtaken AA as the largest carrier by local market revenue in LAX and done the same to B6 in BOS while remaining the largest carrier by local market revenue in NYC, DL clearly intends to grow its presence in major coastal markets which it says are driving premium passenger growth across its network.
UA Next is all about UA trying to grow its relevance in domestic market where it has trailed AA, DL and WN for years.
Donna is right. Competition is good. DL and UA are competing more aggressively with each other on a global basis while AA has increasingly shifted to becoming a large domestic airline that feeds its partner hubs in Europe and Asia plus its large Latin network.
Perceptions of quality are subjective but financial results are not. All 3 are doing very well financially compared to the rest of the industry and even compared to other non-airline companies.
Given that UA doesn't fly to JFK while AA and DL do serve EWR, part of the choice of carriers in NYC is not and cannot be an apples to apples comparison.
Do you think BOS or SEA gets one of these before ATL+DTW? I assume MSP ain't getting one due to even less competition there than ATL + DTW. But DL offers a lot of intl biz seats from BOS and SEA.
I've heard that the A43 Sky Club at DTW was originally supposed to be a Delta One only lounge. Considering it's directly next to the much larger A38 Sky Club I wouldn't be surprised it they make the change sooner rather than later.
I noticed there is a now vacant Wingtips lounge at JFK T4 - which used to be Swiss Lounge, plus the "old" wingtips location - so there is space
The best outcome of the JFK D1 lounge plan is the simple expansion of lounge space. The thing is - if I am a D1 customer leaving out of B36, B40, etc, I may just continue to visit the existing B SkyClub. It makes sense to be that much closer to the gate.
LAX expansion will be nice.
They do need more lounge space at ATL, and maybe DTW/MSP. But the Delta One designation is less important than the expansion.
there used to be better biz class or interational lounges that were very goo and great food/drink offerings..Glad to see it may cone back..
It’s been quite a while but it seems we a returning back to the days of the dedicated Delta Business Elite lounges and Sky Clubs. Certainly a product strategy long before UA and AA embarques on their current Polaris/Flagship Dinning strategy.
Now Sky Clubs improved dramatically in soft product following the unification of the Deltas Lounge product. I’m hopeful we won’t see a deterioration in the Sky Club product this time around due some competitive...
It’s been quite a while but it seems we a returning back to the days of the dedicated Delta Business Elite lounges and Sky Clubs. Certainly a product strategy long before UA and AA embarques on their current Polaris/Flagship Dinning strategy.
Now Sky Clubs improved dramatically in soft product following the unification of the Deltas Lounge product. I’m hopeful we won’t see a deterioration in the Sky Club product this time around due some competitive pressure for the premium lounges
Interesting they are not planning one for Atlanta or Detroit which is heavily overcrowded at Sky Clubs already. Would be interesting to see what would be more premium than premium offerings (meaning what would constitute a payment) - a certain brand of food or alcohol or certain type for example. I was last in the American lounge years ago and was appalled that I had to pay for food off the menu. Then what's the...
Interesting they are not planning one for Atlanta or Detroit which is heavily overcrowded at Sky Clubs already. Would be interesting to see what would be more premium than premium offerings (meaning what would constitute a payment) - a certain brand of food or alcohol or certain type for example. I was last in the American lounge years ago and was appalled that I had to pay for food off the menu. Then what's the point of using the lounge! Also I can imagine some irate customers not being allowed in that one vs going to the regular ones. You would think Delta One lounge would give access to their Black Skymiles credit card holders considering the annual fee....
The smaler SkyClub right at the center of concourse A in Detroit is supposedly becoming the Delta One lounge.
Delta hasn't announced anything in Atlanta but they are undoubtedly looking at all the options and potentially could need one on Concourses E and F.
There is also a good possibility that DL will put one in each of BOS and SEA if they remain consistently with 6 plus widebody transoceanic flights/day.
LAX and JFK are the largest markets, though.
Hopefully they will enhance and enforce an elite dress code. So tired of sloppy, undressed, not fit for public consumption vulgarity that straggles through the lounge looking for a couch to sprawl on. Better standards people better standards.
The dress code does not even need to be "elite." Business casual works.
I would take a person in tank tops and flip-flops who minds his own business over well dressed misbehaved children or an ESA wearing a suit any day.
Those corporate a**holes on the speaker phone.
It's the behavior not the dress.
LOL 6 years after UNITED rolled out the Polaris lounge
What a joke, Delta is so behind the 8 ball while UNITED rising, skating to where the puck is headed
Anyone see those new used 739 seat configs with only 12 F seats and one row of comfort plus. yeah...that'll feel great during a 2 hour delay.
Scott Kirby, is that you?
Greg,
if you know the configuration of those aircraft, then you also know that they will be in a temporary configuration until Delta's seat and galley suppliers can deliver Delta's usual products. And the aircraft will be used only on routes within 500 miles of Delta hubs - mostly Atlanta where Delta currently has hundreds of flights today to cities in the SE using current 737-900 and 757s.
By the way, VFTW has...
Greg,
if you know the configuration of those aircraft, then you also know that they will be in a temporary configuration until Delta's seat and galley suppliers can deliver Delta's usual products. And the aircraft will be used only on routes within 500 miles of Delta hubs - mostly Atlanta where Delta currently has hundreds of flights today to cities in the SE using current 737-900 and 757s.
By the way, VFTW has a story about a passenger on UA's IAD-EDI flight - apparently a 767-400 - that was subjected to 6 hours of a loud buzzing noise, apparently due to a faulty door casket. Why didn't you bother to tell us that United was rising in response to that article?
Apparently you think it is ok to be selective about what you respond depending on not just the airline but also the facts.
Delta really needed to do this. The SkyClubs are overcrowded, cafeterias with mediocre food and aren't an oasis. Delta may have a snazzy premium cabin in Delta One (though that depends on the plane and the seat) but the lounge experience trails UA and AA.
Concern is that quality of anything in non-D1 clubs is going to drop considerably (not that it was stellar to begin with)
That's already happening regardless. I was at one of the larger Sky Clubs at ATL not that long ago, and it was disgusting. Dirty plates everywhere, bad service, and a greyhound waiting room feel to it.
Am one of those that feels Delta is the most overrated US airline. The reality is the US3 are all basically the same. I think the halo effect around Delta has worn off considerably, as the bread and butter of travel's comeback is leisure not business.
Lounges are just too easy and/or too cheap to enter. It's hard to maintain standards when they are packed 75% of the day. I think AF for credit cards with membership or membership itself should at least double in cost. Even if half the people drop, revenue would be similar and everyone would have a better experience.
Delta's financial statements show that they get hundreds of millions of dollars from American Express per year - likely specifically for Amex cardholders that aren't part of the Delta card portfolio - such as the Amex Platinum. Delta appears to be building more and bigger Sky Clubs even as they are saying what AA and UA are saying - which is that more and more travelers are "buying up" to higher level services. More Delta...
Delta's financial statements show that they get hundreds of millions of dollars from American Express per year - likely specifically for Amex cardholders that aren't part of the Delta card portfolio - such as the Amex Platinum. Delta appears to be building more and bigger Sky Clubs even as they are saying what AA and UA are saying - which is that more and more travelers are "buying up" to higher level services. More Delta One lounges are coming, but as we have seen with Delta's fleet, the newest A330s, the -900s, show up first in the most competitive coastal hubs.
Delta execs are reportedly making the rounds of various employee meetings telling them that the DL board has been asked - perhaps as soon as before earnings are released in the next few weeks - to approve a deal for up to 20 A350-1000s. Since Qatar walked away from its A350 order and had about that number outstanding, it is very possible that Airbus is offering Delta a good deal since QR likely lost its pre-delivery payments. The A350-1000 would become the largest and longest range aircraft in Delta's fleet, larger in number to the retired 747-400s and about equal in number and capacity to AA and UA's 777-300ER fleets, although the A350-1000 has 25% plus better costs. If that deal happens, it will significantly put Delta on an even more aggressive international growth path and necessitate even more Delta One lounges.
In spite of comments from the nattering nabobs of negativism, Delta seems to be the U.S. carrier that is really investing in a premium customer experience. Certainly, other carriers have projects underway. AA has its major project at JFK. But, as a whole, AA's focus seems to be on cost-cutting. It seems to be moving away from a true premium customer experience. Its joint operation with BA at JFK is a notable exception. And, it's...
In spite of comments from the nattering nabobs of negativism, Delta seems to be the U.S. carrier that is really investing in a premium customer experience. Certainly, other carriers have projects underway. AA has its major project at JFK. But, as a whole, AA's focus seems to be on cost-cutting. It seems to be moving away from a true premium customer experience. Its joint operation with BA at JFK is a notable exception. And, it's somewhat ironic. AA builds out this great premium experience at JFK and yet it moves its trans-Atlantic traffic to other hubs.
Delta understands that, while there is money to be made flying international routes, being profitable on the domestic system has to come first. Southwest doesn't bother with longhaul international and neither does Alaska - and they both consistently earn higher margins than the big 3 as a group. However, Delta is the most profitable US airline based on its domestic system. You can build a profitable international route system when you have the passenger base...
Delta understands that, while there is money to be made flying international routes, being profitable on the domestic system has to come first. Southwest doesn't bother with longhaul international and neither does Alaska - and they both consistently earn higher margins than the big 3 as a group. However, Delta is the most profitable US airline based on its domestic system. You can build a profitable international route system when you have the passenger base and can invest in the products that are necessary to be a premium carrier domestically and then use those products -plus more - in the international marketplace.
American has yet to figure out how it needs to use its hubs over 10 years after its merger with USAirways. United has the most competitive domestic hubs and is spending more than any US airline in history to replace most of its regional jet operation over a span of a couple years even as they update their fleet which is the oldest among US airlines. They simply don't have the money to buy new widebody aircraft so they will lose money on large parts of their international network trying to compete with aircraft that are 25% more costly per seat to operate than Delta's fleet.
So, yes, Delta wants to be a premium carrier both domestically and internationally but it has taken the steps to upgrade its fleet and lower its costs to a far greater degree than eitiher American or United.
Since Ben rightly acknowledges that Delta Sky Clubs are higher quality than AA or UA's standard lounges, it isn't a leap to believe that Delta will create a very compelling business class lounge.
Having fun cherry picking?
So the A350-1000 is the reason to build more clubs or a partner airline have wide open business class awards (at an already expensive price).
Maybe the A350-1000 is the reason Delta updated it's app and have more toilets in ATL.
No, it's probably because the A350-1000 that King Charles ascends the throne.
The analysis is so spot on, you don't even have to factor in Delta's retired 777...
Having fun cherry picking?
So the A350-1000 is the reason to build more clubs or a partner airline have wide open business class awards (at an already expensive price).
Maybe the A350-1000 is the reason Delta updated it's app and have more toilets in ATL.
No, it's probably because the A350-1000 that King Charles ascends the throne.
The analysis is so spot on, you don't even have to factor in Delta's retired 777 fleet, just the 747 is enough, to comment on management's international growth path.
Delta has been in the process of building new international business class lounges long before the A350-1000 oppportunity arose. Adding a fleet of A350-1000s simply expands Delta's international growth. Delta execs have also told employees that Delta will have 15 more widebody aircraft by 2024 than they had pre-covid. At best, Delta would take the 6 A350s that have been built for QR but are sitting in France undelivered. So, Delta has been planning to...
Delta has been in the process of building new international business class lounges long before the A350-1000 oppportunity arose. Adding a fleet of A350-1000s simply expands Delta's international growth. Delta execs have also told employees that Delta will have 15 more widebody aircraft by 2024 than they had pre-covid. At best, Delta would take the 6 A350s that have been built for QR but are sitting in France undelivered. So, Delta has been planning to grow international operations for a number of years.
The 747s were retired because of fuel tank upgrades that the FAA required and which made no sense for DL or UA to do - so those aircraft were retired.
Delta decided during the pandemic that the 777s could be replaced by A350s and A330-900s and they have committed to doing that.
All of these pieces are part of Delta's international growth plan. They just are doing it all at a much lower cost base and with much newer aircraft.
When these open, United will likely be the only legacy premium transcon carrier that relegates its business class customers to their inferior clubs. Wonder if that will change.
JetBlue has NO lounge access and certainly competes with the legacies on premium traffic on these routes, but I do get the sense they would feel more pressure to improve if their more direct competitors all offer a more premium ground experience.
I'm not certain what new information is presented in this update/republication.
Regarding the special Delta One check-in at LAX, a la AA's Flagship First check-in, this was readily visible months ago from the exterior of the terminal building. I'm a little surprised no reader has heretofore offered a tip. Shame on me.
@ Lee -- The update (which to the best of my knowledge was announced yesterday) is that the Delta One Lounge LAX will be 10,000 square feet, and will be attached to the existing Sky Club.
I think that information was leaked a couple months ago. Perhaps the "new" news is that it is now official. Thanks.
While I do pay for lounge access, I am starting to regret my choice because I don't find the food to be very appealing (other than the fact that it's free) and seating (while more comfortable than most gate seating) is usually quite limited in overcrowded lounges.
I think they could really distinguish themselves by adding a gym to the lounge. I think that would certainly be worth paying the extra $600/yr.
Since LAX and LGA has new Sky Clubs open especially with both of them having over 30000 sq. feet of space each, I'm wondering if the new Delta lounge at T4 with 36000 sq. ft will become a regular SkyClub. The current one with the rooftop area could be converted to a Delta One lounge. That's my guess.
The timeline that’s already been published doesn’t make sense is this were to be done
They should do something at their major hubs like ATL or DTW. Whenever I am changing planes at DTW it's always "a zoo" - with almost no where to sit in the lounge. The problem is the lounge used to be a premium experience and now many credit cards and passes can get you in. It's a good move to free up some space in the lounges but not soon enough.
Interesting. The DL SkyClub at LAX does appear amazing, and it can be accessed with an Amex Platinum card. I’ll probs fly DL soon just to experience that lounge.
AA is currently constructing a new LAX terminal connection between T4 and T5, so maybe they will do the same. The AA Flagship lounge at LAX T4 is already fantastic. And AA premium international passengers (including Emerald status, no matter what cabin you’re flying) also have...
Interesting. The DL SkyClub at LAX does appear amazing, and it can be accessed with an Amex Platinum card. I’ll probs fly DL soon just to experience that lounge.
AA is currently constructing a new LAX terminal connection between T4 and T5, so maybe they will do the same. The AA Flagship lounge at LAX T4 is already fantastic. And AA premium international passengers (including Emerald status, no matter what cabin you’re flying) also have access to the amazing lounges at the adjacent TB (Tom Bradley terminal), designed and operated by Qantas.
We shall see.
DL LAX lounge is pretty awesome. The patio is stunning - pictures don’t do it justice.
I certainly hope this does not come at the expense of debasing the existing SkyClubs. I wouldn't mind mostly using the second-best lounge they offer as long as it continues to improve. I hope the SkyClubs don't get down-graded just to better differentiate from the DeltaOne lounges.
I mean, they just went a long way towards doing that yesterday, and for all we know, that could just be the beginning....
Delta doesn't even serve Champagne on board, so it would be surprising to see a better beverage offer in a D1 lounge than onboard.
Air France even serves it in economy, albeit not the finest compared with business or La Premiere.
They do offer dom even in skyclubs.
I predict DL will try to out-do UA here - I fully expect a la carte dining akin or better to the Polaris lounges, and with 36k square feet, maybe even a spa facility.
It just occurred to me that if AA gives access to Flagship Lounges for JFK-LAX/SFO and Delta gives access to Delta One lounges for JFK-LAX/SFO, then surely United would at least consider marketing EWR-LAX/SFO as Polaris and giving access to the Polaris lounge?
Since the future new Terminal One at JFK will be run by a new consortium, time for Skyteam as well as other Delta partners to move to T4 and let Terminal One be the defacto international terminal.
Not a chance in hell that that would happen, as airlines like AF/JL/LH/KE have heavy equity in that terminal, regardless of who manages it.
Regarding the two locations (JFK and LAX) that appear to now be confirmed, Delta is rebuilding or have active construction projects in both airports - so that explains in part why they are announcing those two airports now.
Since DTW is apparently also getting a D1 lounge (the new Sky Club across from the primary Club at the center of the A concourse), ATL will likely get at least one D1 lounge. DL has...
Regarding the two locations (JFK and LAX) that appear to now be confirmed, Delta is rebuilding or have active construction projects in both airports - so that explains in part why they are announcing those two airports now.
Since DTW is apparently also getting a D1 lounge (the new Sky Club across from the primary Club at the center of the A concourse), ATL will likely get at least one D1 lounge. DL has more widebody flights to more continents than from any other hub but it also operates out of 2 concourses (E and F) at ATL, both of which already have Sky Clubs. Space is at premium in both locations, esp. in the center of the concourse so DL is probably having to do a little more work to find not just one but probably 2 D1 lounges for ATL.
As to the snarky comment about DOT data and lounges, that, like telephone hold time is measured. The DOT does measure average fare data by route (it is highly guarded for international routes) but DL and UA systemwide get fairly comparable international yields while AA trails both. Since DL's widebody aircraft generally have more seats than UA's which goes for a more premium configuration, DL gets more revenue which is reflected in DL's higher revenue and profits both on a systemwide basis and on its international system.
IN fact, the DOT just released 4th quarter profitability by region based on reports from each airline and Delta is the only one of the 3 global US airlines that had a profitable 2021 on its international system driven by transatlantic profits. B6 was profitable to Latin America while neither American or United was profitable in any global region on an annual basis.
Delta is adding D1 lounges because it sees the opportunity to gain more revenue rather than because its international system can't be profitable without them.
Club at ATL would be nice space for D1 lounge
A LAX lounge has a lot to do with NYC-based travelers. If you’re doing a RT transcon and have a choice between a DeltaOne lounge on only the outbound leg or Flagship/Polaris access on both legs, you’d probably skew towards the latter choices (and that doesn’t even take into account that UA/AA offer a better hard product on transcon)
UA doesn't give Polaris Lounge access on premium transcon. Just United Club.
The new SkyClub at LAX is pretty good. Beautifully decorated and a great open terrace. I believe it’s the largest one.
1) LAX is a focus for Delta 1 lounge because it has a ton of D1 transcons to JFK and BOS, plus Delta sells a ton of D1 codeshares to Europe through Virgin, Air France, KLM
2) JFK is a focus for the same reason - a lot of D1 to LAX, SFO, SEA, D1 on its own planes and partners internationally, etc
3) Both airports are competitive, and Delta typically invests where it needs to compete the most
4) ATL is getting some love in the form of a Centurion lounge
UNITED leading the charge years ahead here
What era is it you’re living in?
Wait, Tim Dunn hasn’t rattled off pointless DOT statistics on why the Delta One lounges are already superior than United and AA?!?!?!
This should help the overcrowding regular Sky Clubs too…
They must be relying on the transcon routes for the LAX lounge?
Delta long haul service is quite weak from LAX- they don't even have any European destinations from LAX
They do have a joint venture on VS AF KL . AF KL will have up to 6 daily flights to AMS and CDG this summer and 3 daily to LHR. There will be an airside connection from the Tom Bradley terminal to t2/3, plus Air France will hopefully have it’s own lounge ( I imagine in the West Gates - midfield concourse).
TCONS and keep in mind that immediately prior to Covid, DL had company-metal nonstops to SYD/HND/PVG daily + CDG/AMS 3xWk, in addition to joint venture partner flights to LHR/CDG/AMS/FCO/ICN.
@Delta - Please don't take the home team in ATL for granted. I understand from a business perspective there is 1) more airline competition, 2) more high-revenue DeltaOne Pax, and 3) premium trans-cons from JFK and LAX; however, ATL and DTW are the flagship airports for Delta and will remain that way for the foreseeable future as Delta can only expand so much in NYC and LA given the limited number of gates and competition...
@Delta - Please don't take the home team in ATL for granted. I understand from a business perspective there is 1) more airline competition, 2) more high-revenue DeltaOne Pax, and 3) premium trans-cons from JFK and LAX; however, ATL and DTW are the flagship airports for Delta and will remain that way for the foreseeable future as Delta can only expand so much in NYC and LA given the limited number of gates and competition from other carriers. While they have to rely on the woeful "The Club Atlanta," British Airways and Qatar are both offering better aircraft to Europe than Delta's old 767's and 330's that they fly on most of these routes.
Weird that they haven't announced an ATL location! Not like that's an important airport for Delta One flights ...
Don’t forget DTW
What is DL weighing in by offering premium lounges in JFK and LAX and not in their main ATL hub?
Premium JFK/LAX Transcon and transatlantic/pacific services clearly bigger pulls than ATL
Premium traffic that skews O&D vs. connecting traffic and that's why JFK and LAX are a much higher priority than ATL.
If you're flying out of Atlanta there is no competition for direct routes... no incentive to invest in that experience when Delta is the only option.
Under that rationale UA wouldn't have a Polaris lounge at IAH or AA a flagship in DFW.
I imagine it’s a space issue more than anything else.
Competition.