dls25

July 1st is next week so it is too late to launch any completely new routes. The domestic slot waivers ended in November, so slots must be used.

Wx4caster

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mine as well… I think these reductions have already been in progress for a few weeks. At least two if not three EWR -MCO flights were removed a few weeks ago, resulting in my seventh, and most significant, schedule change since purchasing back in Feb. Actually, that’s not true - losing my nonstop HNL-EWR flight was the worst change… ☹️

As usual, I had to closely monitor inventory and pounce as soon as seats opened up on the most desirable of the remaining options.

adambrau

It seems like 8 daily EWR-MCO flights this summer. But it's not exactly high season for the route!

emcampbe

also, didn’t UA make a big deal about this like a year ago, going to much higher frequency, mostly (or all?) CR5 flights?

surprised no one has brought up that not too old thread about going 10x on EWR-YYZ, with many seemingly relatively empty, and well more than pre-pandemic numbers (I think it was more like 5, maybe 6 UAX). Have not checked the schedule, but suspect this would be a pretty easy cut to make.

EDIT: now I’ve checked the schedule, and indeed looks like this is where some - maybe a lot of - the cuts are. Looking at June 30, there are 9 EWR-YYZ flights for sale (all E75) - July 1st, there are just 3, though only available in F now - presumably this is due to having to move everyone to 1/3 of the capacity left. I checked random other days - I see one day with a 4th flight, and then the week after Labor Day, back to 9. So that’s like 10% of cuts right there (and also, not technically domestic, so there’s that too).

jp12687

100% agree. By the time I get to the airport (traffic), security, delayed flight, etc) I could almost be in DC by train and be in the heart of DC.

I wish you could easily partner with Amtrak and UAL. Oversees you can often even check your bags at the train station or they have a city based bay drop you can do prior to the flight…

inwish the US wasn’t so anti rail.

kochleffel

In another forum, we digressed into UA's use of the CR-550 on EWR-ITH (the original topic was AA's discontinuance of service at ITH). It did not seem that ITH would have sufficient demand for premium seats. OTOH, I can well imagine that DCA would have a market for both premium seats and high frequency.

emcampbe

Well, UA did pledge, and then followed through, to have 100% of EWR flights with premium cabin. So there’s that. In the past, seems like a route that probably would have done with an E45.

Also, CR5 one of the lowest F seat counts in the fleet (though admittedly, high percentage). Also, not an expert, but with two pretty distinguished private post-secondary schools, I’d suspect there is definitely some, and enough, [paid] premium demand into ITH.

EWR764

The Northeast Corridor is perhaps not the best example to support the notion that the USA is "anti-rail"... Acela basically cooked the Shuttles, which for years printed money on behalf of Eastern, Pan Am, Delta, US Airways... I suppose Trump was an exception but we can let that one slide!

The CO/UA+Amtrak partnership was nice, if a bit obscure. The problem with the arrangement is it was marketing only, so for any tickets sold (e.g. ZFV), UA paid Amtrak a fixed rate regardless of the underlying fare, so in many cases it was an unfavorable arrangement for United. It was also ineffectively-marketed.

ITH is probably a combination of having some organic local market for EWR, a desire to draw down ZW 50-seaters at IAD (staffing issues) and EWR-ITH being a relatively short, lower-cost route. GoJet with CR5 happens to fly the route because it is the 50-seater contractor at EWR.

kochleffel

That came up. Some faculty, because of research, consulting, and speaking engagements, travel quite a lot. While they usually can't get reimbursed for premium cabins, except for some consulting work, those who travel the most would have status for upgrades (or could upgrade on their own dimes, I suppose). Students wouldn't be likely to buy premium cabins, but are only a major part of the load at the start and end of term, and I think that UA sometimes moves up to an E-170 then.

Yes, or an Air Whiskey CR2. FWIW, I usually fly on DL from ELM, where the service is on a CR9. I would be willing for DL to downgauge to a CR7 for the sake of an additional frequency, which is the way it used to be (unlikely because it would still require two pilots with the same type certification, and pilots are the limiting factor right now).

eeebee

I had LHR-EWR-SNA scheduled for July 12, and yesterday (6/23) at 1:55pm PT (4:55pm ET) received a notification saying that my EWR-SNA flight has been cancelled, and I was moved to a flight 3 hours later. Fortunately, due to the schedule change, I was able to rebook to LHR-DEN-SNA (which is a much more desirable routing for me, but was $500 more at time of booking) and avoid EWR altogether.

DELee

Most UA flyers would prefer to avoid EWR altogether.

David

Xyzzy

Sure - but for a great many EWR is O/D.

ijgordon

I believe that the vast majority of traffic between NYC and DC *is* on Amtrak now. Presumably much of the air traffic is connecting past EWR, likely internationally especially when you can't get there nonstop from IAD.

WineCountryUA

Most UA flyers could careless about their connecting airport -- cheapest, shortest are what most look at

Some FTers may prefer to avoid EWR.

nomad420

Ahhh com'on give CLE some love..... LOL it is too easy of a target and perhaps will never live down its past.