![]() ![]() It also has lost some of the old allure of dedicated international excitement with so much space going to more quotidian trips. ![]() We’ve always found that terminal reasonably efficient for arriving international passengers and better than many of its competitors, but the terminal is no longer just for international flights but also for Delta and Southwest domestic flights, among others, making it very crowded and unpleasant this summer. Until at least 2030, when the new “global terminal” is scheduled for completion, O’Hare is hampered by a lack of immigration and customs facilities anywhere outside of Terminal 5. (By contrast, connecting passengers on Turkish Airlines can get a free tour of Istanbul during their layovers, a boon for local merchants who get buses of free-spending customers arriving on their doorsteps.) And, of course, all of this choice has afforded the city a rich array of nonstop destinations, not to mention the chance for the tourism industry to seduce some international connecting passengers into stopping over in downtown, not that the city ever has made much effort in that regard. That has not always brought travelers reduced fares, since airline ticket pricing is a complex business, but in general, more competition helps consumers. It is not good for this airport or this city.įor years, Chicago travelers have enjoyed the unique pleasure of being a hub city - at O’Hare and Midway airports - for three of the country’s four largest airlines: United, Southwest and American. But Chicago’s Department of Aviation has to work to limit these reductions. No comparable competition exists at airports such as DFW and Charlotte, and so a pullback makes some business sense. So what’s going on? American clearly is looking at huge competition in Chicago on many of these routes, limiting its yields. ![]()
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