NW's HDQ under contract

WorldTraveler

Corn Field
Dec 5, 2003
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appears that DL has a contract on the former NW HDQ in Eagan, MN.

DL lowered the price to $17M after it being on the market for more than 5 years and supposedly that has resulted in multiple potential buyers.

DL says its activities at the facility will not change.

http://www.bizjournals.com/twincities/blog/real_estate/2015/06/northwest-airlines-hq-eagan-sold-excelsior-group.html

NW was a great pioneer airline and DL is far better and greater today because of the merger and the NW people that joined DL.

here is hoping that MSP will gain new destinations with the arrival of the 350s and new service to Asia.

The MSP area is still home to a number of Fortune 500 headquarters including agribusiness multinational giant Cargill, the largest privately held corporation in the US.
 
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WorldTraveler said:
appears that DL has a contract on the former NW HDQ in Eagan, MN.

DL lowered the price to $17M after it being on the market for more than 5 years and supposedly that has resulted in multiple potential buyers.

DL says its activities at the facility will not change.

http://www.bizjournals.com/twincities/blog/real_estate/2015/06/northwest-airlines-hq-eagan-sold-excelsior-group.html

NW was a great pioneer airline and DL is far better and greater today because of the merger and the NW people that joined DL.

here is hoping that MSP will gain new destinations with the arrival of the 350s and new service to Asia.

The MSP area is still home to a number of Fortune 500 headquarters including agribusiness multinational giant Cargill, the largest privately held corporation in the US.
 
DEL-DUH wouldn't be  SHIIT if it wasn't for Northwest.   The Conspiracy that Steenland and Anderson executed should have resulted in they're ....Not drawing breaths  today  !!!!!!!!!!!!
 
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NewHampshire Black Bears said:
DEL-DUH wouldn't be  SHIIT if it wasn't for Northwest.   The Conspiracy that Steenland and Anderson executed should have resulted in they're ....Not drawing breaths  today  !!!!!!!!!!!!
Yeah, not quite.

What Anderson and Steenland did paled in comparison to what Al Checci and Gary Wilson did with the LBO conducted in 1989. From that point on, NW was a labor relations cesspool, second probably only to AMR. All Anderson & Steenland did was follow the same playbook that had been in use for the previous decade. NWA made money despite themselves because of their network.

Arguably, DL had better labor relations and a better overall reputation. What they didn't have was a network with as many defensible fortress hubs as NWA did, and still does when you look at DTW and MSP.

Neither one would have survived without a merger partner eventually. NWA would have probably been better off with CAL, though.
 
and those who tout how great NW's network was are the same ones who pretend that NW's Asian network wasn't already at the end of its limit because Japan was determined to loosen the grip that NW had on US-Japan traffic as well as devalue its 5th freedom rights beyond Japan - all of which has been playing out as part of the HND access process.

And while E's case is accurate, DL had as many fortress hubs on its own network pre-merger as NW did and what DL had was larger. CVG and SLC were both fortress hubs and CVG was considerably larger than MEM, even if it was smaller than DTW and MSP. Because ATL is the mother of all hubs, sheer numbers of hubs don't tell the whole story since DTW and MSP - as powerful as they are - on a combined basis in 2008 and now - are smaller than ATL.

And it is once again noteworthy that DTW and MSP combined made NW the largest airline in the Midwest and Dl still has the title AND DL's presence at LGA and JFK is larger than either DTW or MSP and DL almost entirely provided the growth beyond what NW had in NYC and there is nothing about the NW merger that made DL's presence in NYC more or less likely to happen.

So, DL had a formidable network before, DL gained enormous value from NW but has spent and will spend a significant amount of resources to restructure NW's Pacific network, and DL also has retained the characteristics that made DL strong - above average product quality and employee relations that were not part of NW - to continue to build what DL is today.
 
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WorldTraveler said:
And while E's case is accurate, DL had as many fortress hubs on its own network pre-merger as NW did ........................

 
So, DL had a formidable network before, DL gained enormous value from NW but has spent and will spend a significant amount of resources to restructure NW's Pacific network,
I hate to poo poo on your DL love parade but here is the Whole Truth:
 
1)  Funny how you always fail to mention the size of AirTran at ATL and/or B6 at JFK at the time of the DL-NW merger when you're idolizing DL's fortress hubs.
 
2)  I do believe that prior to the merger with NW, DL has what - 1 daily flight to Asia?  That is formidable? 
 
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FL was no bigger than EA was and FL, under WN's control is smaller than any competitor has ever been to DL.

DL is the largest carrier at JFK and has grown despite B6.

No one said that DL didn't need NW's presence in Asia and has gained from it - only that it has had to be restructured since pretty close to day 1 since DL took it over.
 
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WorldTraveler said:
FL was no bigger than EA was and FL, under WN's control is smaller than any competitor has ever been to DL.

DL is the largest carrier at JFK and has grown despite B6.

No one said that DL didn't need NW's presence in Asia and has gained from it - only that it has had to be restructured since pretty close to day 1 since DL took it over.
 
Therefore, DL hubs were NOT fortress hubs like NWs were.  Is that what you are trying to say, but can't bring yourself to do so?
 
Spin away!
 
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if the definition is market share based, then DL's hubs were and are more fortress like than any other remaining legacy carrier's.

NW had fortress hubs as well but in terms of seats, DL's hubs had as much or higher share AND more seats.

So, no, you are refusing once again to admit facts just for the sake of arguing a point which is clearly wrong.


don't ever stop being you.
 
I will concede that CVG was pretty impressive for DL.
 
However, you can't spin away the fact that AirTran has flourished in ATL and mighty DL could not do anything about it.  To a smaller degree similar thing can be stated about B6 at JFK.  To claim otherwise is malarkey.
 
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FL and WN on a combined basis now is smaller than any competitor has been.

ATL has always been a two airline hub; WN is smaller today than EA ever was.

DL is larger at JFK than it has ever been relative to B6

TO say otherwise is simply factually incorrect.
 
If DL was doing such a bang-up job of maintaining fortress hubs as you claim, then FL would not have ever been allowed to grow to the size they grew to at ATL.  Similarly for B6 at JFK.
 
But please, do spin away!
 
take that logic all the way back to the 40s when the CAB established ATL as a dual hub airport, just as ORD is for AA and UA.

your logic doesn't come close to being accurate or factual.

DL is larger relative to its primary competitor at ATL than it has ever been.

those are facts... but since you don't operate in that arena, no one should expect you would get it.
 
The CAB was extinct by the time FL set up show at ATL following EA's demise and B6s first flight at JFK.
If indeed DL had been so mighty as you claim, then ATL would be a 1 airline hub.
 
Spin away!
 
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EA set up shop in ATL not long after EA failed.

You are factually incorrect to argue that FL was anything more than EA was.

But since you deal in dirt instead of facts, we wouldn't expect you to get it.

and no, ATL would not be and never has been a single airline hub.

DL can win WITH competition. Let's see how far AA's share falls with WN's growth at DAL since you and others have argued that DAL and DFW are one market.