Allegheny Airlines: Systemwide Network, 1963

Allegheny Airlines, the pride of the Northeast, had a taught span across the spine of Appalachia. Mainline schedules between a northern terminus at Boston, New York, Philadelphia, and a southernmost end at Washington, cross-hatched with activity out of its strong bases at Pittsburgh, Harrisburg, Wilkes-Barre, Providence and Baltimore.

Many municipal airfields which have no commercial service today, including those at Wheeling, New London, Bridgeport, Reading, were linked to regional capitals in Allegheny's cats-cradle.

The most distant routes reached the Great Lakes, splitting from Jamestown on the shores of Lake Chautauqua, continuing northward to reach Buffalo and westward to Erie, where it split again to either of those great mid-American metropoli, Cleveland and Detroit. A southwestern spur from Pittsburgh plunged down the Ohio River Valley, touching Wheeling, Marietta, and terminating at Huntington-Ashland.

Allegheny would, fifteen years after the publication of this map, and in the frenzied era of deregulation, form the basis for USAir, which would in turn lead Pittsburgh and Baltimore through massive airport expansions as major mid-continent and mid-Atlantic hubs. Today, only USAirway's presence at Philadelphia and its general prominence in the metro Washington and New York markets lend any veneration to its Alleghenian origins.

Northwest Airlines: The Oriental Route, c.1953-54

This isn't the first example shown on Timetablist of Northwest Orient's famous span over the brow of the planet was a consistent feature in its promotional advertising during its golden age of post-war expansion. Decades before United, Delta or American crossed the international date line, the red routes of the stratocruisers swarmed over the rim of the Pacific in a great arc, connecting New York and Washington with the junk-crossed harbor of Hong Kong and the neon lights of Tokyo.

In between, Northwest linked the industrial belt of Pittsburgh, Cleveland, Detroit, Milwaukee and Chicago with the prairies of Minnesota and Alberta and the Cascades, at Seattle, Tacoma, and Portland, from whence it connected to the exotic isles of Hawaii, not yet a state. Connection service is shown down the California coast, but apparently this was beyond the extent of Northwest's route authorities in the 1950s.

Cincinnati/Northern Kentucky: The international non-stops, Winter/Spring 2005

Five Years ago, Cincinnati was connected with four European capitals daily: London (Gatwick), Paris, Amsterdam, and Frankfurt, all by Delta Air Lines, which once operated one its largest hubs from the banks of the Ohio River.  Pre-SkyTeam Partner airline Air France often landed from CDG itself. In addition, Delta landed in Northern Kentucky from Cancun, Nassau, Montreal, and Toronto.

Today, only the Paris connection remains, although Cincinnati continues to be painfully squeezed between Delta's massive hubs in Atlanta and Detroit, as well as Memphis, also under pressure to shrink, and Minneapolis (the latter three inherited from Northwest). Meanwhile, Delta launched seasonal service from Pittsburgh to Paris, which continues to operate in the summer season, usually with a B757.

USAirways: Ft. Lauderdale Hub, 2004

USAirways established a Caribbean basin hub in the middle of the last decade, but apparently it didn't last. Sort of a shame, and a bit unexpected in that USAirways, like other legacy carriers, has been looking to international traffic for revenue growth recently, evident in USAirway's services from Belize to Rio from its Charlotte hub, which much offer more traffic and profits.

USAirways to Europe, 2000

The Midwestern Metropolis has, as part of its rusting decline, suffered from retreat by both domestic and foreign carriers. Continental has tried to connect Cleveland to London and Paris without lasting success, and hasn't seen a foreign flight since JAT left twenty years ago. Even mighty Chicago O'Hare has in recent years seen the final departure of Pakistan, Kuwait, El Al, and Singapore, among others. Detroit has lost British Airways, and its fate and that of Cincinnati's many European departures rest in the hands of newly unified Delta, which will likely soon determine that it has too many upper-central hubs.
But these airports still have their feeder networks, and their main-line jets to both coasts. None has been so decimated as Pittsburgh, a massive airport which is now half-empty, its lengthly concourses truncated. This advert, from a USAirways sub-timetable for Boston Logan shows, just nine short years ago, Pittsburgh had daily widebody A330 and B767 departures to Frankfurt and Paris, and British Airways B747 service to London Gatwick. Today, Delta Air Lines is trying a narrowbody 757 to Paris, a major rebound that will hopefully last. USAirways itself serves more European cities than ever, nearly 20 from Philadelphia, and is banking, like the rest of America's legacy carriers, on its international network to make profits. It is in the works to serve Rio de Janeiro, Sao Paulo, Tokyo and perhaps Shanghai in the next few years. While it is true that international passengers provide wider margins, it remains to be seen just how many passengers show up for all these new flights.

British Airways, the North American routes, Autumn 1999

The Trans-atlantic routes are the lifeblood of BA, but its interesting to note that a handful of these cities no longer see jets from London. These include Pittsburgh, which was once a major midwestern hub and is today eerily quiet, and Detroit, from which sadly BA recently withdrew as an unprofitable destination. More interesting are the sunbelt boomtowns, such as Charlotte, which is still connected to Europe by USAirways, as well as Phoenix and San Diego, which despite their growing size seem to lack the cosmopolitan need for a connection to Heathrow.

Northwest, the Polar Routes, c. 1954

Polar Projected Maps are somehow alluringly dynamic, especially when spanned by the daring navigations of the pioneering airlines of the post-war era. In this category, none is a better example than Northwest Orient, a carrier which early on challenged the limits of American intercontinental contact with an intrepidation rivaled only by the exotic ports of Pan Am.

Northwest has stayed true to its patron cities, as forty and fifty years on, NWA is still strong in Detroit, Minneapolis, Seattle, Milwaukee, and keeps its mighty Pacific hub at Tokyo (although now out at Narita, when at the time it was at Haneda).

The above Asiatic route crests at Anchorage, and with seemingly-necessary stops at the tiny, frigid island airstrips at Shemya and Chitose, before plunging down the rim of the Pacific to arrive at Tokyo, with an onward network spanning to Okinawa, Seoul, Taipei, Hong Kong, and Manila.

Northwest has a rich and proud history, which somewhat sadly is in the process of being painted over in Delta's livery, which swallowed NWA for its strong Asian presence, particularly its Tokyo hub.