enilria wrote:
BOS is kinda surprising
*WS BOS-YUL JUL 2>0 AUG 2>0 SEP 2>0 OCT 2.0>0 NOV 1.9>0 DEC 1.9>0
*WS DFW-YYC JUL 1.0>0 AUG 1.0>0 SEP 1.0>0 OCT 0.9>0
*WS ORD-YYC JUL 0.8>0 AUG 0.9>0 SEP 0.9>0 OCT 0.7>0
enilria wrote:BOS is kinda surprising
*WS BOS-YUL JUL 2>0 AUG 2>0 SEP 2>0 OCT 2.0>0 NOV 1.9>0 DEC 1.9>0
*WS DFW-YYC JUL 1.0>0 AUG 1.0>0 SEP 1.0>0 OCT 0.9>0
*WS ORD-YYC JUL 0.8>0 AUG 0.9>0 SEP 0.9>0 OCT 0.7>0
enilria wrote:Wow, close in transcon pullback...
*AS JFK-LAX JUL 6>5 AUG 6>5 SEP 6>5 OCT 6>5 NOV 6>5 DEC 6>5
*AS JFK-SFO AUG 5>4 SEP 5>4 OCT 5>4 NOV 5>4 DEC 5>4
enilria wrote:*WS DFW-YYC JUL 1.0>0 AUG 1.0>0 SEP 1.0>0 OCT 0.9>0
HVNandrew wrote:enilria wrote:BOS is kinda surprising
*WS BOS-YUL JUL 2>0 AUG 2>0 SEP 2>0 OCT 2.0>0 NOV 1.9>0 DEC 1.9>0
Very surprising.
enilria wrote:3M FLL-FPO JUN 5>4 JUL 5>4 AUG 5>4 SEP 5>4 OCT 5>4 NOV 5>4 DEC 5>4
3M JAX-TPA JUN 3>1.5 JUL 3>1.6 AUG 3>1.6 SEP 3>1.5 OCT 3>1.6 NOV 3>1.6 DEC 3>1.5
*3M MCO-FPO JUL 0>1.0 AUG 0>1.0 SEP 0>0.1
Midwestindy wrote:enilria wrote:J1 BUF-RDU JUN 0>0.7
Is this an easter egg?
Midwestindy wrote:enilria wrote:J1 BUF-RDU JUN 0>0.7
Is this an easter egg?
MIflyer12 wrote:enilria wrote:
BOS is kinda surprising
*WS BOS-YUL JUL 2>0 AUG 2>0 SEP 2>0 OCT 2.0>0 NOV 1.9>0 DEC 1.9>0
*WS DFW-YYC JUL 1.0>0 AUG 1.0>0 SEP 1.0>0 OCT 0.9>0
*WS ORD-YYC JUL 0.8>0 AUG 0.9>0 SEP 0.9>0 OCT 0.7>0
Shall we look for DL to file BOS-YUL next week?
commavia wrote:enilria wrote:Wow, close in transcon pullback...
*AS JFK-LAX JUL 6>5 AUG 6>5 SEP 6>5 OCT 6>5 NOV 6>5 DEC 6>5
*AS JFK-SFO AUG 5>4 SEP 5>4 OCT 5>4 NOV 5>4 DEC 5>4
As already discussed a week ago ...
The frequency in these markets, in absolute terms, aren't that bad, but the schedules are fairly rough for business travel competitiveness: last westbound JFK-SFO is before 1700, first eastbound SFO-JFK is after 0900, no westbound JFK-LAX between 1300 and 2000, and first eastbound LAX-JFK isn't until almost 1100.
That said, given the level of competition on JFK-LAX/SFO from four major rivals with significantly better premium offerings, it isn't at all surprising why Alaska would - just as many of us expected and predicted at the time of the merger - give up on seriously competing for premium traffic on these routes. With the economies of scale from standardizing cabins and configurations over a relatively smaller fleet, that likely is the profit-maximizing approach, particularly since those slots can be used on other routes where competition is less intense and/or Alaska is relatively stronger.
seatback wrote:DL JFK-ATL JUL 8>7
DL JFK-BCN NOV 1.0>0.9 DEC 1.0>0.9
DL JFK-DFW OCT 1.8>3
DL JFK-EDI NOV 1.0>0.7 DEC 1.0>0.7
DL JFK-FCO NOV 1.0>0.7 DEC 1.0>0.7
DL JFK-MAD NOV 1.0>0.7 DEC 1.0>0.7
DL JFK-PBI OCT 1.0>0
DL JFK-PUJ NOV 1.1>1.4 DEC 1.5>1.8
DL LGA-GSP JUL 1.3>3 AUG 1.7>3 SEP 1.7>3 OCT 1.7>3 NOV 1.7>3 DEC 1.7>3
DL LGA-MHT JUL 1.9>1.2 AUG 1.9>1.0 SEP 1.8>1.0 OCT 1.9>1.0 NOV 1.8>1.0 DEC 1.1>0.6
At the end of the day, how profitable is DL in NYC?
klm617 wrote:Pretty impressed not a single Detroit reduction this week.
enilria wrote:SU JFK-SVO JUN 3>4
enilria wrote:*UA IAD-PBG SEP 0>1.7 OCT 0>1.7 NOV 0>1.7 DEC 0>1.7
seatback wrote:DL JFK-ATL JUL 8>7
DL JFK-BCN NOV 1.0>0.9 DEC 1.0>0.9
DL JFK-DFW OCT 1.8>3
DL JFK-EDI NOV 1.0>0.7 DEC 1.0>0.7
DL JFK-FCO NOV 1.0>0.7 DEC 1.0>0.7
DL JFK-MAD NOV 1.0>0.7 DEC 1.0>0.7
DL JFK-PBI OCT 1.0>0
DL JFK-PUJ NOV 1.1>1.4 DEC 1.5>1.8
DL LGA-GSP JUL 1.3>3 AUG 1.7>3 SEP 1.7>3 OCT 1.7>3 NOV 1.7>3 DEC 1.7>3
DL LGA-MHT JUL 1.9>1.2 AUG 1.9>1.0 SEP 1.8>1.0 OCT 1.9>1.0 NOV 1.8>1.0 DEC 1.1>0.6
At the end of the day, how profitable is DL in NYC?
adamblang wrote:enilria wrote:*UA IAD-PBG SEP 0>1.7 OCT 0>1.7 NOV 0>1.7 DEC 0>1.7
It's A.net wisdom that IAD is in imminent threat of UA de-hubbing. Separately, every few weeks there's an article with Scott Kirby extolling the virtues of timing your hub schedule for good connectivity and the virtues of being in small markets, especially being the only player in a small market.
If find it interesting and encouraging that nearly every week's OAG thread has some new IAD add to a market I'd never heard of.
For all the doom and gloom about IAD, it seems like UA is gradually building up the small market connectivity that would make the hub a lucrative part of the network.
knope2001 wrote:adamblang wrote:enilria wrote:*UA IAD-PBG SEP 0>1.7 OCT 0>1.7 NOV 0>1.7 DEC 0>1.7
It's A.net wisdom that IAD is in imminent threat of UA de-hubbing. Separately, every few weeks there's an article with Scott Kirby extolling the virtues of timing your hub schedule for good connectivity and the virtues of being in small markets, especially being the only player in a small market.
If find it interesting and encouraging that nearly every week's OAG thread has some new IAD add to a market I'd never heard of.
For all the doom and gloom about IAD, it seems like UA is gradually building up the small market connectivity that would make the hub a lucrative part of the network.
For what it's worth PBG (Plattsburgh) is a subsidized EAS market which United bid for and won.
HVNandrew wrote:enilria wrote:BOS is kinda surprising
*WS BOS-YUL JUL 2>0 AUG 2>0 SEP 2>0 OCT 2.0>0 NOV 1.9>0 DEC 1.9>0
*WS DFW-YYC JUL 1.0>0 AUG 1.0>0 SEP 1.0>0 OCT 0.9>0
*WS ORD-YYC JUL 0.8>0 AUG 0.9>0 SEP 0.9>0 OCT 0.7>0
Very surprising. Back to AC being the only carrier on the route with CRJs/CR9s. Not sure why this is such a hard route to make work. Similar in distance as YUL-NYC, but that drive to BOS is still partially off-highway in southern Quebec (south of St. Jean sur Richelieu to the border...and it can be a slow ride). Obviously the demand is smaller than YUL-NYC...but 30x daily to NYC this summer on a mix of RJs and mainline versus 6x to BOS is a disproportionate difference given the markets.
DL flew this for years, I believe until their last big pulldown in BOS back around 2008. I wonder if they will bring it back now that they are in a rebuilding phase there.
Chuska wrote:G7 CVG-STL May 0>0.9...
G7 is GoJet which operates as Delta Connection and United Express. They currently operate one flight as DL* CVG-STL. Wonder why it shows up as G7?
jubguy3 wrote:Why are there so many TATL cuts from Delta? Are there not enough aircraft?
adamblang wrote:For all the doom and gloom about IAD, it seems like UA is gradually building up the small market connectivity that would make the hub a lucrative part of the network.
cvgComair wrote:Chuska wrote:G7 CVG-STL May 0>0.9...
G7 is GoJet which operates as Delta Connection and United Express. They currently operate one flight as DL* CVG-STL. Wonder why it shows up as G7?
It showed up last week as well, must be some sort of filing error by Delta or GoJet.
EA CO AS wrote:commavia wrote:enilria wrote:Wow, close in transcon pullback...
*AS JFK-LAX JUL 6>5 AUG 6>5 SEP 6>5 OCT 6>5 NOV 6>5 DEC 6>5
*AS JFK-SFO AUG 5>4 SEP 5>4 OCT 5>4 NOV 5>4 DEC 5>4
As already discussed a week ago ...
The frequency in these markets, in absolute terms, aren't that bad, but the schedules are fairly rough for business travel competitiveness: last westbound JFK-SFO is before 1700, first eastbound SFO-JFK is after 0900, no westbound JFK-LAX between 1300 and 2000, and first eastbound LAX-JFK isn't until almost 1100.
That said, given the level of competition on JFK-LAX/SFO from four major rivals with significantly better premium offerings, it isn't at all surprising why Alaska would - just as many of us expected and predicted at the time of the merger - give up on seriously competing for premium traffic on these routes. With the economies of scale from standardizing cabins and configurations over a relatively smaller fleet, that likely is the profit-maximizing approach, particularly since those slots can be used on other routes where competition is less intense and/or Alaska is relatively stronger.
Especially considering the one SFOJFK and one LAXJFK pulled are now funding a 3rd SEAJFK along with a SJCJFK with optimal timing, giving AS great Bay Area-JFK options, not just limited to SFO.
knope2001 wrote:adamblang wrote:enilria wrote:*UA IAD-PBG SEP 0>1.7 OCT 0>1.7 NOV 0>1.7 DEC 0>1.7
It's A.net wisdom that IAD is in imminent threat of UA de-hubbing. Separately, every few weeks there's an article with Scott Kirby extolling the virtues of timing your hub schedule for good connectivity and the virtues of being in small markets, especially being the only player in a small market.
If find it interesting and encouraging that nearly every week's OAG thread has some new IAD add to a market I'd never heard of.
For all the doom and gloom about IAD, it seems like UA is gradually building up the small market connectivity that would make the hub a lucrative part of the network.
For what it's worth PBG (Plattsburgh) is a subsidized EAS market which United bid for and won.
knope2001 wrote:Thanks as always enilria!Midwestindy wrote:enilria wrote:J1 BUF-RDU JUN 0>0.7
Is this an easter egg?
Pretty good trick to have your repliy showing ahead of the main post!
Months back OneJet announced their intention to serve BUF-RDU using the ER3 which curently sits for close to eight hours mid-day in Buffalo.
jbs2886 wrote:seatback wrote:DL JFK-ATL JUL 8>7
DL JFK-BCN NOV 1.0>0.9 DEC 1.0>0.9
DL JFK-DFW OCT 1.8>3
DL JFK-EDI NOV 1.0>0.7 DEC 1.0>0.7
DL JFK-FCO NOV 1.0>0.7 DEC 1.0>0.7
DL JFK-MAD NOV 1.0>0.7 DEC 1.0>0.7
DL JFK-PBI OCT 1.0>0
DL JFK-PUJ NOV 1.1>1.4 DEC 1.5>1.8
DL LGA-GSP JUL 1.3>3 AUG 1.7>3 SEP 1.7>3 OCT 1.7>3 NOV 1.7>3 DEC 1.7>3
DL LGA-MHT JUL 1.9>1.2 AUG 1.9>1.0 SEP 1.8>1.0 OCT 1.9>1.0 NOV 1.8>1.0 DEC 1.1>0.6
At the end of the day, how profitable is DL in NYC?
The Europe routes are regular seasonal reductions, I don’t see how that translate into your dramatic question.
TW870 wrote:jbs2886 wrote:seatback wrote:DL JFK-ATL JUL 8>7
DL JFK-BCN NOV 1.0>0.9 DEC 1.0>0.9
DL JFK-DFW OCT 1.8>3
DL JFK-EDI NOV 1.0>0.7 DEC 1.0>0.7
DL JFK-FCO NOV 1.0>0.7 DEC 1.0>0.7
DL JFK-MAD NOV 1.0>0.7 DEC 1.0>0.7
DL JFK-PBI OCT 1.0>0
DL JFK-PUJ NOV 1.1>1.4 DEC 1.5>1.8
DL LGA-GSP JUL 1.3>3 AUG 1.7>3 SEP 1.7>3 OCT 1.7>3 NOV 1.7>3 DEC 1.7>3
DL LGA-MHT JUL 1.9>1.2 AUG 1.9>1.0 SEP 1.8>1.0 OCT 1.9>1.0 NOV 1.8>1.0 DEC 1.1>0.6
At the end of the day, how profitable is DL in NYC?
The Europe routes are regular seasonal reductions, I don’t see how that translate into your dramatic question.
One quick question about why there are so many reductions from 1.0 to 0.7. Does the specific dates upon which the two major holidays fall this year impact the cuts? In other words, does the 0.7 mean less than daily for the whole month, or are there just a bunch of no-op days around the holidays which are always slow on the Atlantic?
oosnowrat wrote:knope2001 wrote:adamblang wrote:It's A.net wisdom that IAD is in imminent threat of UA de-hubbing. Separately, every few weeks there's an article with Scott Kirby extolling the virtues of timing your hub schedule for good connectivity and the virtues of being in small markets, especially being the only player in a small market.
If find it interesting and encouraging that nearly every week's OAG thread has some new IAD add to a market I'd never heard of.
For all the doom and gloom about IAD, it seems like UA is gradually building up the small market connectivity that would make the hub a lucrative part of the network.
For what it's worth PBG (Plattsburgh) is a subsidized EAS market which United bid for and won.
OO bid for the contact, not UA. PenAir had it previously.
EvanWSFO wrote:Why would PBG need EAS when they have scheduled ULCC service. Is this so they can have connection options?
Midwestindy wrote:knope2001 wrote:Thanks as always enilria!Midwestindy wrote:
Is this an easter egg?
Pretty good trick to have your repliy showing ahead of the main post!
Months back OneJet announced their intention to serve BUF-RDU using the ER3 which curently sits for close to eight hours mid-day in Buffalo.
Yep, my point was more towards the fact that this may not be the only route they are going to be officially announcing soon.
https://twitter.com/OneJetAir/status/979743211735437312
bfitzflyer wrote:Looks like AS is trashing everything that Virgin had built at SFO. Was predictable. They can't compete with the big boys, so retrench to Seattle and secondary airports like SJC, PDX and SAN. I understand they are in this to make money, but just a shame that they have ruined what was a great product/carrier at SFO.
BoeingGuy wrote:bfitzflyer wrote:Looks like AS is trashing everything that Virgin had built at SFO. Was predictable. They can't compete with the big boys, so retrench to Seattle and secondary airports like SJC, PDX and SAN. I understand they are in this to make money, but just a shame that they have ruined what was a great product/carrier at SFO.
This is what mergers do. However, AS has never shown SFO much love. Pre-merger they started and discontinued ANC, LAX, SAN, TUS, YVR, CUN, MZT, and ZIH.
MARSHAL1 wrote:So does this mean that Westjet is gone from ORD & DFW? WS chose to end the AA code share and do a cross border deal with DL so I'm guessing these routes will be replaced with ATL, DTW, MSP & SLC.
*WS DFW-YYC JUL 1.0>0 AUG 1.0>0 SEP 1.0>0 OCT 0.9>0
*WS ORD-YYC JUL 0.8>0 AUG 0.9>0 SEP 0.9>0 OCT 0.7>0
SumChristianus wrote:4x daily Moscow-New York, odd timing for an increase, especially being Russia
Have they ever been that high before?
cvgComair wrote:Chuska wrote:G7 CVG-STL May 0>0.9...
G7 is GoJet which operates as Delta Connection and United Express. They currently operate one flight as DL* CVG-STL. Wonder why it shows up as G7?
It showed up last week as well, must be some sort of filing error by Delta or GoJet.jubguy3 wrote:Why are there so many TATL cuts from Delta? Are there not enough aircraft?
Most of them are normal reductions that occur every year.
BoeingGuy wrote:bfitzflyer wrote:Looks like AS is trashing everything that Virgin had built at SFO. Was predictable. They can't compete with the big boys, so retrench to Seattle and secondary airports like SJC, PDX and SAN. I understand they are in this to make money, but just a shame that they have ruined what was a great product/carrier at SFO.
This is what mergers do. However, AS has never shown SFO much love. Pre-merger they started and discontinued ANC, LAX, SAN, TUS, YVR, CUN, MZT, and ZIH.
BoeingGuy wrote:bfitzflyer wrote:Looks like AS is trashing everything that Virgin had built at SFO. Was predictable. They can't compete with the big boys, so retrench to Seattle and secondary airports like SJC, PDX and SAN. I understand they are in this to make money, but just a shame that they have ruined what was a great product/carrier at SFO.
This is what mergers do. However, AS has never shown SFO much love. Pre-merger they started and discontinued ANC, LAX, SAN, TUS, YVR, CUN, MZT, and ZIH.
klm617 wrote:cvgComair wrote:Chuska wrote:G7 CVG-STL May 0>0.9...
G7 is GoJet which operates as Delta Connection and United Express. They currently operate one flight as DL* CVG-STL. Wonder why it shows up as G7?
It showed up last week as well, must be some sort of filing error by Delta or GoJet.jubguy3 wrote:Why are there so many TATL cuts from Delta? Are there not enough aircraft?
Most of them are normal reductions that occur every year.
Yes but that fact remains Delta had them listed as daily and reduced them so they are showing less demand than Delta anticipated.
ucdtim17 wrote:BoeingGuy wrote:bfitzflyer wrote:Looks like AS is trashing everything that Virgin had built at SFO. Was predictable. They can't compete with the big boys, so retrench to Seattle and secondary airports like SJC, PDX and SAN. I understand they are in this to make money, but just a shame that they have ruined what was a great product/carrier at SFO.
This is what mergers do. However, AS has never shown SFO much love. Pre-merger they started and discontinued ANC, LAX, SAN, TUS, YVR, CUN, MZT, and ZIH.
They could have saved a lot of money by skipping the "purchase VX" portion of this business plan. Let VX (or B6) continue to drag down yields for everyone on routes out of SFO while building up their other hubs/focus cities organically.
Obviously they didn't have any grand plan for winning the auction for VX and are just making it up as they go along now.
Aliqiout wrote:cvgComair wrote:klm617 wrote:
Yes but that fact remains Delta had them listed as daily and reduced them so they are showing less demand than Delta anticipated.
It was just a filler schedule, Delta didn't anticipate anything. These changes are 7-8 months out, current bookings are not going to indicate what the demand is eventually going to be. CVG-CDG hasn't been daily during Nov/Dec in years, but every year the filler schedule shows daily until the date gets closer. I am 100% confident that Delta did not anticipate such demand.
If they had no intention of flying these frequencies why were they selling them for months? I am not arguing with you. It just seems like a shady way of doing business.
cvgComair wrote:klm617 wrote:cvgComair wrote:It showed up last week as well, must be some sort of filing error by Delta or GoJet.
Most of them are normal reductions that occur every year.
Yes but that fact remains Delta had them listed as daily and reduced them so they are showing less demand than Delta anticipated.
It was just a filler schedule, Delta didn't anticipate anything. These changes are 7-8 months out, current bookings are not going to indicate what the demand is eventually going to be. CVG-CDG hasn't been daily during Nov/Dec in years, but every year the filler schedule shows daily until the date gets closer. I am 100% confident that Delta did not anticipate such demand.
ucdtim17 wrote:They could have saved a lot of money by skipping the "purchase VX" portion of this business plan. Let VX (or B6) continue to drag down yields for everyone on routes out of SFO while building up their other hubs/focus cities organically.
Aliqiout wrote:cvgComair wrote:klm617 wrote:
Yes but that fact remains Delta had them listed as daily and reduced them so they are showing less demand than Delta anticipated.
It was just a filler schedule, Delta didn't anticipate anything. These changes are 7-8 months out, current bookings are not going to indicate what the demand is eventually going to be. CVG-CDG hasn't been daily during Nov/Dec in years, but every year the filler schedule shows daily until the date gets closer. I am 100% confident that Delta did not anticipate such demand.
If they had no intention of flying these frequencies why were they selling them for months? I am not arguing with you. It just seems like a shady way of doing business.
AirFiero wrote:Thank God. I hope it is a trend that continues. It's about time for us south bay travelers.
EA CO AS wrote:Especially considering the one SFOJFK and one LAXJFK pulled are now funding a 3rd SEAJFK along with a SJCJFK with optimal timing, giving AS great Bay Area-JFK options, not just limited to SFO.