IntraAir/Network Redesign 2021
A new era is in store for the MRT’s airline.
IntraAir isn’t new to fleetwide upgrades to our aircraft. In 2017, we replaced our entire 2014-era New Generation (NG) fleet of medium and large planes with the Third Generation of IntraJets. In 2019, we replaced our entire small planes fleet of AutoDesignZ RQ-P13.13 aircraft with the IntraJet Expi series (except for a single flight between WOI and NIL, the last flight still using the AutoDesignZ aircraft). And now, in 2021, we’re upgrading our entire fleet again, with the new Fourth Generation IntraJets planned to enter service on medium and large plane flights, as well as upgraded Third Generation Expi series aircraft for our small plane flights.
But what we’ve never done before is completely redesign our network of flights across the server. We may have updated our fleet before, but they still fly on flights as old as our airline itself. An IntraJet 3G Tini 3.0 still operates IntraAir flight 1 between Kitania, Andromeda, and MRT International Airport on the Old World, a flight which began service on November 11, 2014, before the first airport on the New World even existed. We were the very first airline with service to the New World 7 years ago, flying to Epsilon International Airport from Kitania on IntraAir flight 2, a flight we also still operate to this day. We are still operating most of our flights from the days in which we were a proud member airline of the OneMRT Alliance.
The Problems
Our airline therefore operates a patchwork system of flights with no central planning. Every flight is a reflection of the time it entered service - of the airports that were then open and of IntraAir’s flight design philosophies and priorities at the time. Every new hub served to expand IntraAir to new destinations, but with little reverence for the destinations we already served. We were focused on reaching as many places as possible, but not so much on how exactly our passengers would reach those places. Our airline was founded and expanded in a time when the Old World was still the dominant world for aviation, and our flights reflect this, with much of our early network being Old World-centric.
When you fly IntraAir today, you are flying on a network of flights that has been endlessly built on top of without consideration for the cohesion of the network as a whole. We largely operate a hub-and-spoke system of flights, but there are many cases in which we don’t even have direct connections between our numerous hubs, resulting in a fragmented network. For instance, our biggest New World hubs for small plane flights are Nippia-Liten Metropolitan Airport (NIL), Segville International Airport (SEG), and Deadbush’s West Mesa International Airport (WMI). If a passenger wishes to fly between two destinations connected to our Nippia-Liten hub, it’s an easy connection with a single stop at NIL. But if that passenger wants to reach one of our destinations connected to our Segville or Deadbush hubs, things get tricky, because IntraAir has no direct service from NIL to either SEG or WMI. The connection would therefore require a several stop journey, likely including a venture to the Old World via our Western Ocean International Airport (WOI) hub. More realistically, the passenger would just fly a different airline.
The problems with our connections between hubs are exacerbated by the nature of the types of planes different hubs operate. NIL, SEG, and WMI mostly focus on small plane flights, while hubs such as Achowalogen Takachsin-Covina International Airport (ATC) and Elecna Bay International Airport (EBI) operate almost exclusively medium and large plane flights. In fact, the only active IntraAir hub with a substantial focus on small, medium, and large planes, allowing for easy connections between each, is WOI on the Old World, and IntraAir has avoided adding new service to WOI for years due to our later de-prioritization of new Old World service. Because small planes don’t operate to larger plane gates, and vice versa, connections between hubs that serve different sized planes are often non-existent.
And because of our Old World-centric flight design for our earlier network, there are also cases in which there is no intra-New World service at all at some of our New World destinations, including some important cities. Harry S. Truman International Airport (LHT) in Laclede has no IntraAir service to other New World airports, with service only to our Kitania and Cyra hubs and to Miningstone and MRT International Airport, all on the Old World. And just to the northwest, Horizon National Airport (HZN) also has no intra-New World service, with flights only to Kitania, Cyra, and Crystal City on the Old World.
These factors combine to result in exceptionally poor connections between certain airports. Let’s say an IntraAir passenger wishes to fly from the lovely Premier city of Laclede to beautiful coastal Mason City. Laclede’s LHT airport has no service to other New World airports, so the trip necessitates travel to the Old World. The passenger could fly to our hub at Kitania Municipal Airport (KMA). Heading back to the New World, the passenger could reach our Elecna Bay (EBI) hub, but EBI handles exclusively medium sized planes, and IntraAir serves Mason City with a small plane, specifically from our small planes-exclusive WMI hub. EBI and WMI have no direct connection, so the passenger would have to connect yet again at our Segville (SEG) hub and switch to a different terminal for a flight to WMI, after which they may finally board our flight to Mason City International Airport (MCI). The final journey between LHT and MCI would take 5 flights connecting through 4 of our hubs. Realistically, no passenger would actually take this route, and would opt instead to fly via another airline. The ability of IntraAir’s existing network to connect someone from Laclede to Mason City, and no doubt many other pairs of cities we serve, is so comically poor it could best be compared to this actual real-life flight itinerary from Google Flights:
Building a Better Network
As we return from our two year period of hiatus from active expansion, we want to substantially improve the experience of our passengers. We’re very excited to roll out our Fourth Generation fleet of aircraft, which includes significant design improvements over the Third Generation series we introduced in 2017. But we don’t want our shiny new planes to operate on the same, unrevised routes that have existed for longer than most of the people reading this page have been members of the server. We want to provide a more useful service than we currently do. We want our airline to, as Intra’s occasionally-used marketing slogan says, connect better. And continuing into IntraAir’s next new era with our aging, poorly planned, and often incoherent network is a choice we find to be unacceptable.
That’s why we’re rebuilding our mainline network from the ground up. As we roll out our new fleet, and replace our existing planes with the new Fourth Generation of IntraJets (and updated Third Generation small IntraJets), we’re taking our entire mainline network, as well as flights on some of our subsidiaries, temporarily out of service. Before we do so, we’ll already have a full plan in place for which aircraft goes where, and for all the new flights we’ll be bringing into service, in order to minimize the amount of time our network sits out of service. Until that plan is ready, normal operations will continue on our existing flights using our Third Generation aircraft.
IntraAir’s new network will be designed around a set of goals for what we want our flights to achieve, and every flight will work in service of those goals. It is important to note that these are only plans, and practical concerns at certain airports will likely impact how perfectly we’re able to implement our network design goals at each destination we serve. But these are the guidelines we will have in mind for every flight we plan and every airport we fly to.
Every gate will serve 3 flights. At non-hub airports, at least 2 flights from the airport will fly to IntraAir hubs, and at least 1 flight will operate point-to-point service to a non-hub destination.
IntraAir is traditionally a hub-and-spoke airline, and we intend to continue this system, as we believe it is the most efficient way of organizing our routes. But IntraAir is a multi-hub airline, which means passengers will sometimes have to travel through more than one hub to reach all the spokes in our network. To increase the likelihood that a particular routing will require connecting at only one hub, every IntraAir non-hub destination will have service to at least two hubs. It’ll therefore be more likely that a direct flight will be available to the specific hub you need to connect at.
But we’re augmenting our hub-and-spoke system with point-to-point service as well. Every non-hub airport we fly to will have at least one flight to another non-hub destination. In some cases, these flights may be chosen to preserve existing connections present on our old flight network. While we believe in the hub-and-spoke model, and intend to design our network so that our hubs are the most reliable way of traveling between our destinations, you might just get lucky and find IntraAir has direct service to right where you want to go.
Every hub will have a flight to every other hub.
Having flights to multiple hubs from each airport, as well as point-to-point service, will increase the chances your trip will require less connections. But we can’t cover every destination from every hub, or every hub from every destination, so some trips will require connecting between hubs. And we aim to make that process as direct as possible by ensuring there is a direct flight from every hub to every other hub. Implemented perfectly, this means no routing between any two airports on our network will require more than 2 connections.
Of course, there are practical considerations that could hinder the perfect implementation of this objective. As we mentioned, some of our hubs are small planes exclusive, and others are medium and large planes exclusive, making a direct flight between the two difficult. IntraAir is exploring its options to resolve that issue where we can. And limited capacity of a specific aircraft size at a hub could limit how many hubs we can fly to that use that aircraft size. For example, our Zaquar (ZAQ) hub, which will be re-opened soon, has enough small planes to easily serve all our small plane hubs, but only one larger mainline plane. We are exploring our options on that front too, and one of our choices may be to de-commission ZAQ as an official hub and re-designate it as a focus city.
Service to Old World airports will be the function of our Old World hubs, while New World service will be the function of our New World hubs.
This means the bulk of our interworld flight traffic will be between hubs only, with limited inter-world service between hubs and non-hubs. Essentially, we’re following the model pioneered years ago by Ikeda-Caelus (except, unlike Caelus, we will not be branding our Old World services separately). There will certainly be exceptions. For instance, we very much plan to maintain direct New World service from the Old World’s two most iconic airports: MRT International (MRI) and MRT Regional (MRR). But, for the most part, passengers will have to take a flight between a New World hub and an Old World hub, and connect on each end at those hubs, to travel between worlds. This will make connections to Old World airports less convenient, but will allow us to prioritize our space at New World airports for New World flights, the types of flights most passengers at these airports actually want to fly.
IntraAir prides itself on serving a vast amount of the Old World’s airports. It’s part of our legacy as one of the server’s oldest operating airlines, which came of age during the time when Old World aviation was booming and widespread air travel on the New World was still a distant fantasy. We’re proud to provide a continued transportation link to some of the server’s oldest, and most nostalgia-inducing, destinations, and we have every intention to continue maintaining service to every Old World airport we serve. But it’s 2021, and much has changed. The aviation market is decidedly focused on the New World, and passengers mostly want to fly between New World destinations. So it is in the interest of creating a better network that we re-prioritize our resources to provide the best intra-New World service we can offer. You’ll still be able to fly to all our Old World destinations for as long as our airline lives, but it’ll likely take an extra connection, as we prioritize providing the service at our New World airports that our passengers actually want.
Network Disruptions
In order to roll out our new aircraft and implement our new flight network, all IntraAir mainline flights will be taken out of service. At this time, we don’t have an exact date on which this will begin, but it will start after our new network plan is finalized. Old aircraft will be replaced by our new planes, and we’ll begin setting up our new planned flights once every one of our new planes is pasted.
Upon the launch of the new network, Zaquar Ménage et Trois Regional Airport (ZAQ) will reopen for IntraAir service, after IntraAir suspended service to the airport in 2017 due to armed conflict in Zaquar.
Segville Air, Ventus, Heampstead Air, Deadbush Air Service, & Waypoint
Our flight network re-design is specific to our mainline network, and not subsidiary operations. However, some subsidiaries will see service disruptions.
All Segville Air flights will be suspended to allow for aircraft replacement, as Segville Air will be using an exclusive fleet of the new IntraJets. No flight network re-design for Segville Air is planned, as Segville Air already has a very simple hub-and-spoke system (every flight just goes to Segville). These disruptions do not include Segville Air Heli Lines, which will continue normal operations.
All Ventus, Hempstead Air, and Deadbush Air Service flights will be permanently discontinued. As part of the mainline network redesign, IntraAir decided it will dissolve these subsidiaries and use their gates for mainline IntraAir service. Some existing connections these subsidiaries provide will be maintained by IntraAir, but for the most part the gates will be used for service to wherever is decided in our master network plan. This does not include Heampstead Charter, the helicopter division of Heampstead Air, which will continue normal operations.
Waypoint will be mostly unaffected by IntraAir’s new aircraft rollout and network redesign, as the airline will mostly maintain its existing network, aircraft, and branding. However, a small number of Waypoint flights will be scheduled for cancellation to replace Waypoint gates at select airports with mainline IntraAir service. Additionally, Waypoint will be retiring its SI-A 300 planes, to be replaced by EAM X-50 aircraft.
All other IntraAir subsidiary airlines will continue normal operations.
Conclusion
In New York City, the MTA operates a network of bus services that date back to early days of mass transit in the early Twentieth Century. Most routes in Brooklyn, for instance, are direct descendants of early-1900s trolley lines. As the city has changed, the bus network has remained static. This means many bus routes today are inadequate in serving modern demand, and much of the overall design of the network is inadequate. This is why the MTA's New York City Transit division, under the leadership of Andy Byford, decided to "reimagine the bus network." They started in Staten Island, where the entire decades-old network of express buses to Manhattan was scrapped and replaced with brand new routes. And, despite being delayed by the pandemic, the MTA plans to continue this work for the bus networks of every borough in the city, redesigning their network with central design goals in mind to ensure optimal connectivity.
IntraAir faces similar problems with our network, and we too have decided the best course of action is to rebuild our entire network of flights from the ground up. We're proud of our airline's history, and of all the destinations we've connected over the past 7 years. But, as we enter a new era with our brand new fleet of planes, it's time we move away from the network we started building all those years ago, and find better ways to reach all the places we serve.
We're at work right now in the planning stages of our network design, and we'll post further updates when we're ready to implement our new flights.
UPDATE 9/1/2021: Record Keeping Complete
We're hard at work on our network re-design, and we've finished the necessary first step to allow us to redesign our flight system. A full record has been created of every airport, and every gate at every airport, that mainline IntraAir will fly to on the new network. This includes gates held by mainline IntraAir flights currently, as well as all Heampstead Air, DAS, and Ventus gates (which will be replaced with mainline service), and select Waypoint and BART Airlines gates at airports where some flights may be cancelled or assigned to a new gate. And we've recorded which aircraft in our new fleet is ideally sized to serve each gate.
Now, with a fully drafted, comprehensive inventory of our airports and gates, we can begin to "draw the lines" between each point on the map. We'll be getting to work soon laying out our new planned flight network. In order to minimize network downtime, we want to have a full plan totally finished of where exactly every one of our new planes is going to go before we put them in. So, until our new flight plan is finished, all existing flights will remain in service. Once our network is ready for deployment, all mainline IntraAir, Segville Air, Heampstead Air, Deadbush Air Service, and Ventus flights will be suspended.
At this point, there will also be some flight disruptions on Waypoint. While we are preserving most of Waypoint's flights as-is, and the airline will continue as an operationally separate subsidiaries, some flights will be cancelled to select airports where IntraAir wishes to add mainline service.
The following Waypoint flights are subject to near-future cancellation:
- Waypoint flight 33: Airchester EIA - Kolpino KCP
- Waypoint flight 44: Airchester EIA - Freedon FSI
- Waypoint flight 135: Airchester EIA - Deadbush DJE
- Waypoint flight 156: Airchester EIA - Titsensaki TSA
- Waypoint flight 173: Airchester EIA - Geneva Bay GBE
- Waypoint flight 174: Airchester EIA - Kleinsburg KBN
- Waypoint flight 176: Airchester EIA - Rizalburg RSA
- Waypoint Hopper flight 186: Oparia OPA - Deadbush DFM
- Waypoint Hopper flight 187: Oparia OPA - Chan Bay CBI
UPDATE 9/28/2021: Network Plan Complete & Ready For Rollout
We last updated you at the start of the month that we finished the first step in the process of our network redesign: taking inventory of all our gates. Since then, we’ve been hard at work building and documenting our new route plans, which we have finally finished today.
The new IntraAir is ready for rollout.
With the help of a big, color-coded spreadsheet, we now have a full plan in place for all our new flights: where they’re going, what gates they’ll use, and which aircraft will fly them.
Our original design goals were the following:
- Every gate will serve 3 flights. At non-hub airports, at least 2 flights from the airport will fly to IntraAir hubs, and at least 1 flight will operate point-to-point service to a non-hub destination.
- Every hub will have a flight to every other hub.
- Service to Old World airports will be the function of our Old World hubs, while New World service will be the function of our New World hubs.
And this how we implemented these goals in our new network:
A Connected Hub and Spoke System
IntraAir’s goal with hubs in the past was very simple: to provide us with a reliable receiving end for flights to new places. Our main goal was to fly to as many airports as possible, and airport owners want airlines to have a destination picked out already before giving them gates. Our hubs have provided us with these destinations. With our small planes hub at Segville International Airport, we could easily acquire gates at airports to open flights to Segville. We operated a hub and spoke system designed around network expansion: each new hub opened the door for us to reach many new spokes.
But while we focused on expanding our network as wide as possible, we never stepped back and considered overall network connectivity. Each hub was opened to meet the future demand of its time, so each hub generally has flights to airports built around the time period we established the hub. And we never focused on connecting our hubs, making it very difficult to travel between the spokes of different hubs. Our airline has had less of a hub and spoke system and more a loosely connected conglomerate of separate hub and spoke networks.
In our new network, we focused on our hubs as points of connectivity across our network, to allow travel between any two places we fly with as few connections as possible, and we’ve achieved the following:
- Every airport we fly to1 has a direct flight to at least one hub, and every hub has direct flights to every other hub.
This means no trip on our network can possibly require any more than two connections, as every trip can be completed with a flight from your origin to a hub, from that hub to a second hub, and from the second hub to your destination. The reality of having to ping pong between many hubs to find the flight you need is over.
That being said…
- Most New World airports have direct service to more than one hub.
On many trips on the New World, connecting between hubs won’t even be necessary. Due to the greatly increased capacity afforded by having three flights per gate, our Segville and Deadbush hubs each have the capacity for flights to a majority of our New World destinations, which means many of our airports have flights to both. This is great even for passengers at airports with a flight to Segville but not Deadbush, or vice versa, because it’s likely their destination is reachable from either hub.
- Every Old World airport has direct service to Western Ocean International Airport.
Our capacity at our Old World WOI hub exceeds the amount of other airports on the Old World we fly to, which means every possible trip between Old World airports on IntraAir can be made with a single connection at WOI.
Fewer, But Bigger, Hubs
With the increased capacity available from having three flights per gate as our new standard, we realized we can reach our entire network from only a few of our many official hubs. And so, early on in the flight design process, we decided to trim our hubs list to only include four airports. Because if we can reach our entire network with only four hubs, any other “hubs” are redundant and only serve to add confusion to our hub and spoke system.
Our new network includes three New World hubs. Every New World airport we serve1 has a direct flight to one or more of these hubs:
- Segville International Airport (SEG)
- West Mesa International Airport (WMI) in Deadbush
- Elecna Bay International Airport (EBI)
And we have a single Old World hub with direct service to every one of our Old World destinations:
- Western Ocean International Airport (WOI)
All other airports previously designated as hubs are now decommissioned from that classification. This does not mean these airports will not continue to operate a large number of flights to lots of places. For instance, Zaquar will have direct service to 18 other airports, including every hub, making it a useful connecting point on some trips. But there is no trip that will *require* connecting in Zaquar, and that’s the difference. Every destination with service to Zaquar on our new network also has service to our other hubs, so labeling Zaquar as a hub would be redundant and unhelpful.
This makes our hub and spoke system less confusing, with less hubs for our passengers to keep track of. We can guarantee you that every one of our New World destinations1 is directly reachable from Segville, Deadbush, and/or Elecna Bay. You can connect in a place like Zaquar if you want to, but our three New World hubs are capable of doing the job by themselves, so there’s no need for a passenger to go through Zaquar or any other non-hub airport.
On the Old World it’s even more simple, with just a single hub at Western Ocean International Airport (WOI) with direct service to every Old World airport we serve. Our former hubs in Kitania and Cyra still maintain service to many Old World destinations, but any connection you can make there can also be made at WOI.
The New World & The Old World
One of our goals was to prioritize service between airports on the New World over service to the Old World, as we recognize it’s the type of service most passengers are looking for. And we did that by making a distinction between our network on each world. We’ve made our New World hubs the points of connection for trips within the New World, and our Old World hub the point of connection for trips within the Old World. Our Segville, Deadbush, and Elecna Bay mostly focus on flights within the New World, and every New World destination can be reached from one or more of these hubs. Our Old World hub at Western Ocean International Airport (WOI) focuses on flights within the Old World, and every Old World destination can be reached from WOI.
That means there isn’t any trip between New World airports that requires connecting on the Old World, and vice versa. As we prioritize service within, rather than between, each world, many trips between the New and Old Worlds will require connecting at both a New World hub and WOI. There are flights between WOI and every New World hub.
There still is some service between the worlds that doesn’t involve a flight between a New World hub and WOI. Our Segville and Elecna Bay hubs have flights to MRT International Airport, and Elecna Bay has a flight to Kitania as well. And WOI, due to having way more capacity than it needs to serve our Old World network, has 20 direct flights to non-hub airports on the New World. And our point-to-point network of flights (the ones that bypass our hubs) has some interworld service as well. But interworld service is limited to not come at the expense of our service within each world.
Hub Connections
As our network is built upon connecting between flights at our hubs, we want to improve the process of changing between planes at our hubs.
At Segville International Airport (SEG), we’ve added an inter-terminal transportation system to make connections easy between the B and C gates. Medium and large IntraAir and Segville Air planes depart from the B gates, while small planes depart from the C gates. It is somewhat tedious and time consuming to connect between the concourses without the shuttle, but our new shuttle stops at every B gate and at the western end of the C gates.
At Elecna Bay International Airport (EBI), all IntraAir flights depart from the same concourse, so interconcourse transportation is inconsequential for trips within our network. We have, however, removed some poorly placed overhead sign bars that line the concourse and make fast movement between gates difficult for our passengers gifted with the power of self-levitation.
And, at all our hubs with medium and large planes, we’ll be building stairs from our planes and/or jetbridges onto the tarmac to allow easier connections for passengers willing to seriously violate airport security regulations.
We’ll also be adding and improving tarmac shuttles between our planes at some non-hub airports.
Premium Ground Service
IntraAir is planning to add extra premium ground services for our first class passengers at Segville International Airport (SEG), inspired by the dedicated first class check-in level and lounges for Executive Class and Emperor Class passengers at Western Ocean International Airport (WOI).
At Segville International Airport (SEG), the north end of the B concourse will be partially converted into a dedicated entrance for Executive Class passengers, including a separate check-in, security screening, and lounge, which will connect directly to gate B1, where all Executive Class-equipped flights at SEG will depart.
The Flights
We’ve told you a lot about our lofty plans and ambitions, but now that our planning work is complete, it’s time for you to see our new flight network for yourself.
We’ve created both a main flight list, showing you all our flights in a list format, and an airport list, which includes the flights available at any given airport. Both lists also include codeshare flights operated by IntraAir subsidiaries.
The Rollout & Service Disruptions
All mainline IntraAir service is suspended until further notice as we replace our planes and roll out our new flights.
Segville Air service (not including Segville Air Heli Lines) is also suspended for plane replacement, although we are keeping the same flights as before.
The following Waypoint flights are cancelled to transfer gates to mainline IntraAir:
- Waypoint flight 33: Airchester EIA - Kolpino KCP
- Waypoint flight 44: Airchester EIA - Freedon FSI
- Waypoint flight 135: Airchester EIA - Deadbush DJE
- Waypoint flight 156: Airchester EIA - Titsensaki TSA
- Waypoint flight 173: Airchester EIA - Geneva Bay GBE
- Waypoint flight 174: Airchester EIA - Kleinsburg KBN
- Waypoint flight 176: Airchester EIA - Rizalburg RSA
- Waypoint Hopper flight 186: Oparia OPA - Deadbush DFM
- Waypoint Hopper flight 187: Oparia OPA - Chan Bay CBI
Heampstead Air (not including Heampstead Charter), Deadbush Air Service, and Ventus have now permanently ceased operation, and all their planes will be replaced with IntraAir planes.
Some minor re-configurations will be made to GEMS Airline flights, but GEMS Airline will remain in service.
Normal service will continue on most Waypoint flights as well as on SkyWest Airlines, IntraAir Heli Lines, Segville Air Heli Lines, Heampstead Charter, Eastern Airways Heli Lines, and IntraAir Poseidon.
Just the process of planning our network and documenting those plans took a month, and we expect that rolling out the new IntraJets and putting them in service will take plenty of time as well.
That being said, we will be starting service on our new flights incrementally, so while it will take a while for the full network to be up and running, you’ll start to see some service gradually popping up in the near future.
We’re excited to begin service on our new family of IntraJets, and with a brand new network of connections to bring you across the server. We’ll see you on our new planes soon!
UPDATE 10/8/2021: 2021 Flight Network Redesign Complete
At the end of August, we unveiled the new Fourth Generation of IntraJets. But it was a long road ahead before the new IntraJets would fully enter service in replacement of the old. We planned to scrap our existing flight network, launched in 2014, and rebuilt it from the ground up. We took records of all our gates and planes all over the server. We drafted design goals for our new network, and connected city pairs in our planning spreadsheet in accordance with them. We compiled a flight list, and then completed the laborious work of documenting it in tables on the wiki. We worked with staff members to roll out hundreds of our new planes to all of our airports, and we worked for over a week to set up hundreds of new flights. Today, we reached the end of the road.
The new IntraAir has arrived, everywhere.
Our flight network rollout is finally finished. Every one of our mainline destinations now has service on our new flights, flown by the new IntraJets. Every flight we planned in our big master flight plan has entered service.
Our passengers can now enjoy the more cohesive, connected network of IntraAir flights across the server. Every airport1 is connected to at least one of our four interconnected hubs, so any trip requires no more than two connections. Most of our New World destinations have service to both our Segville and Deadbush hubs, so for many trips you're only one connection away from your destination. And we're flying more flights out of the gates we have, including hundreds of point to point flights that allow you to bypass our hubs altogether on some routes. In fact, with our new network, IntraAir now has more flights than any other airline.
But there is still work to be done:
Gate Listings For MRT RapidRoute
You can find IntraAir's network in MRT RapidRoute. RapidRoute shows you which flights to take on which airlines to reach your destination, and you're sure to see our new flights appear on many itineraries. But the piece of information that would make RapidRoute invaluable to IntraAir's passengers is gate information. Listings for which exact gate your flight departs at will make your journey far smoother, especially at large airports and hubs where we have many gates. This information needs to be manually added by airlines, and, now that the flights themselves are in service, we'll be adding gate listings into RapidRoute for every flight, including flights operated by IntraAir's subsidiary airlines such as Segville Air and Waypoint.
Segville (SEG) Executive Class Concourse & Richville (RVA) Executive Class Terminal
Our hub at Segville International Airport (SEG), as well as Richville International Airport (RVA), are brand new destinations for our main first class product: Executive Class. And we're working with the owners of these airports to greatly improve the ground experience for our Executive Class passengers.
At Segville International Airport, we're converting part of the north end of the B terminal into an IntraAir Executive Class Concourse. Executive Class passengers will enter and check-in directly via the concourse, which will also include an exclusive lounge for Executive Class passengers. When it's time for departure, the lounge will have direct access to Gate B1, where all Executive Class-equipped flights at SEG depart, so passengers can board directly from the lounge.
At Richville International Airport, we're going even bigger with a dedicated IntraAir Executive Class Terminal. Executive Class passengers will enter via the separate terminal building, to be located on the north side of the airport. The terminal will include check-in for Executive Class passengers as well as an exclusive lounge and other facilities. When it's time to board, a limousine will take passengers across the tarmac directly to their flight at Gate A20, where all Executive Class-equipped flights at RVA depart.
Wiki
IntraAir's wiki page is currently largely outdated, and we'll be reconstructing the entire page to provide relevant information on IntraAir's current operations and services.
Marketing
What's the point of redesigning our fleet and flight network if we're not going to show it off? IntraAir will be rolling out new advertising campaigns to market the new IntraJets and our new network in the near future.
Afterword
This is the final update that will be made to this page, now that the 2021 network redesign has finished. Thank you for staying with us through this important transition period for our airline, and we're excited for you to see our new planes and our new flights for yourself. They're right out there at your nearest IntraAir-served airport.
If you'd like to review our new flights, or to see which flights depart from your nearest airport, you can do so at the links below:
1Except Wazamawazi Zoeteman Regional Airport (WZA). Connect at ATC for flights to all hubs.