United-Continental Merger Makes Denver to Dallas Love Field Route Reality

United and Continental continue to push out new routes on a regular basis as the two airlines find opportunities that may not have existed before. These are all either new or restarted hub routes, and some are more interesting than others. In this last round of announcements, there was one that stuck out immediately for me: Denver to Dallas/Love Field.

Southwest Airlines Dallas Love Field Snow

Southwest fliers and Dallas old-timers know Love Field well. It was the main airport for Dallas until the monstrous DFW opened in 1974. At the time, the plan was to shift everyone over to DFW, but the airport wasn’t actually shut down. Because of that, the little startup known as Southwest decided to stick around to give itself a competitive advantage for Dallas fliers. Love is closer to the city of Dallas itself. At the time, Southwest was just a little guy so the Wright Amendment, which limited flights from Love only to surrounding states on aircraft larger than 56 seats, wasn’t a problem. But over the years, it became a bigger issue as Southwest went national.

The Wright Amendment has been expanded over the years to include some other nearby states, most recently Missouri, but Southwest wasn’t settling for these little carve-outs and went on the offensive. Southwest fought to eliminate the Wright Amendment while American and others fought to keep it in place. In the end, it was agreed to kill the Wright Amendment but it won’t really disappear until 2014. There will, however, remain a cap on the number of gates at the airport as part of the compromise.

One common misconception about the Wright Amendment, however, is that it impacts all commercial flights. That’s not the case. If you had 56 seats or fewer on an airplane, you could fly anywhere in the US. Legend Airlines decided to give this a try at the turn of the century with some airplanes in executive configurations. It was an interesting idea, but American dropped a nuclear bomb on them by fighting them in court and then eventually adding their own executive flights on the same routes. Both operations were disastrous money-losers but Legend went under and American just went back to normal, another potential competitive threat destroyed.

But these days, there are plenty of 50 seat jets around. While you probably don’t want to sit on those cramped sardine cans for very long, if they’re the only option out there, there could be some worthwhile routes. Southwest, of course, doesn’t operate airplanes that small, so going into Love with an airplane with 56 seats or less could result in a real opportunity. With that in mind, you’re probably wondering what took United so long to fly there from Denver at all, right?

Well, Denver to Dallas is an hour and a half flight and that’s a long time to sit on an Embraer 145 (though yes, I’ve done it and survived). While Southwest can’t fly the route nonstop, it does have single stop flights with no change. Right now, I see five of those per day and they only add about 40 minutes to the scheduled flight time because of Southwest’s quick turns. Meanwhile, you can fly United six times a day mostly on mainline airplanes to DFW. So it might be tough for United to really make this work considering all the external factors. But two things have changed with the merger that I’m guessing have led to this move.

First, Continental already flies to Love from Houston. Other than Delta’s three daily flights to Memphis, Continental has the only non-Southwest service out of Love with its seven daily on ExpressJet down to Intercontinental. So Continental has the gates and the staff set up in the airport already. That significantly decreases the cost of adding new flights there, because there are no additional infrastructure costs. United will even be using the same ERJ-145 aircraft that Continental has in there flown by the same regional airline, ExpressJet. So it’s a very simple addition and might even help with better aircraft utilization.

That alone should be plenty of reason to give this a shot. There’s not much to lose by throwing a couple of regional jets a day into a market where you already have a presence on both ends, but I think there probably is something more to it than just that. I think this is also the beginning of Continental’s more aggressive culture coming in. Continental will take chances on routes whereas United is traditionally much more conservative. After all, this route isn’t a slam dunk. Putting only two flights in a market that’s a business route may not be enough, but Continental’s mindset is that it’s worth trying. I couldn’t agree more.

[Original photo via Flickr user Cordey?]


13 Responses to United-Continental Merger Makes Denver to Dallas Love Field Route Reality

  1. Nathaniel says:

    And if they are a success wouldn’t they be able to turn the Amarillo and Lubbock routes over to mainline wright amendment stops until 2014 to do DEN-AMA-DAL-AMA-DEN? Just like Southwest..

    • CF says:

      They could do that if they wanted, but I would be really shocked to see United do that. If it works, I would expect more frequency but not bigger airplanes.

  2. John Jay says:

    Nathaniel- Not sure that the market is there, but with a quick turn it sounds intriguing. Stopping in AMA would only add around 30 miles relative to a DEN-DAL flight. That said, I’m DAL is nearly an hour’s drive, more in rush hour, from Ft. Worth and the western edge of the Metroplex, versus less than a half hour for DFW, so I’d think that for this the pax location/destination would matter a lot in the decision. It would also be interesting to know what kind of flow AA gets for AMA and LBB from its other flights that land in DFW- something to check out in PlaneStats, maybe.

  3. Dan Webb says:

    I’m not sure – but I think these are the first XJet flights for UA/CO out of DEN. I wonder if that will expand at all.

    • Steven says:

      Dan, CO has operated some late night/very early morning frequencies to IAH with ExpressJet ERJs off and on for a few years. So it’s not the first ever ExpressJet service at DEN.

  4. Ken says:

    Cranky, three hours on a RJ145 from YYZ to IAH is a long time….Denver to Dallas is nothing!

  5. IHSW says:

    Anything that throws rocks at Southwest’s ivory tower is OK by me.

  6. Craig says:

    It’s an interesting move, but I think it would work better with either a CRJ-700 reconfigured with an expanded First and/or ExPlus cabin (or all ExPlus?) to get under the seat limit, or maybe a CRJ-200 with a few rows of ExPlus…I think ExPlus would really help them be more competitive with Southwest.

    • Hunter says:

      In theory that’s a good idea, but the cost of maintaining yet another configuration for such a limited market/use is probably not ideal. What happens when your 56 seat CR7 goes out of service on an MX? You’re left with canceling the flight or substituting a CRJ/ERJ. Really, 90 mins on a ERJ isn’t a big deal.

  7. If it works out, good for them. If not, it’s the public that looses out on another airline that starts service and then stops it after a couple of months. Which usually means they only started the service to try and kick another carrier in the teeth or drive one out of business or the market.

  8. Jonathon Nield says:

    One thing that I don’t believe you mentioned was the distinction between effects of the Wright Amendment vs the agreements signed between carriers and the City of Dallas when they moved to DFW. Although the restrictions of air carriers out of Love were established by Wright, the fact that other carriers cannot fly out of Love is due to those signed agreements with Dallas.

  9. Pingback: United/Continental Roundup | The Airline Service Guru

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