Only one city is really being reduced (BNA) while the rest are mostly one or two month small reductions.robbedagain said:good luck to all the affected folks... yet again
With the reduction in 50-seat jets, CVG will be experiencing its most significant cuts in service in several years this upcoming summer. Very few of the 50-seat cuts were offset by upgauging other flights; in addition, mainline reductions are also occurring.
Highlights (comparing summer 2014 to summer 2015):
JAX, MSY discontinued
MCO reduced to 1xM88 from 2xM88
RSW reduced to Saturday-only
seasonal SAN not resuming
ORD going from 6xCRJ to 1xCRJ, 5xCR9
DTW getting mainline (320)
peak-day departures, Summer 2014:
105 (including 21 mainline); approximately 8,200 seats
peak-day departures, Summer 2015
87 (including 19 mainline); approximately 7,200 seats
So about a 17% reduction in flights and 12% in pure capacity.
DL CVG-BDL JUN 2>1.3 JUL 3>1.5 AUG 3>1.4
DL CVG-BWI JUN 3>1.6 JUL 3>1.8 AUG 3>1.7 OCT 3>1.7
DL CVG-CLT APR 3>1.5
DL CVG-GRR JUN 1.2>0.6 JUL 1.4>0.5 AUG 1.4>0.6
DL CVG-MCI JUN 2.0>1.4 JUL 3>1.6 AUG 3>1.5
DL CVG-MKE AUG 3>1.7
DL CVG-PHL JUN 3>1.6 AUG 4>3
DL CVG-RDU AUG 3>1.7
DL CVG-STL AUG 3>1.3
DL CVG-YYZ APR 1.5>0.8 JUN 1.5>0.9 JUL 1.7>0.9 AUG 1.7>0.8
CVG-MCI/BWI are going from 3x CRJ/ERJ to 1x ERJ/CRJ and 1x CR9.700UW said:More cuts:
They wont have to. With IIRC almost all 100 of the increased staff when they put the DCI ramp to mainline were RRs.WorldTraveler said:which is likely also where CVG is going.
CVG is largely a point to point market outside of the hubs which means that DL is willing to use RJs to serve the local business market but will only do it when the market is there.
given that DL is operating RDU-PHL with RJs, it is entirely possible to use RJs for point to point service and DL will have enough 50 seaters left in the fleet for a number of years to serve point to point business focused markets.
also, nothing has been said about any changes to staffing in CVG. if anything, it might allow a lot more people to get weekends or parts of weekends off each week.
more unpaid time off.......jcw said:Oh the schedule change is driven by letting folks have more time off
So, in a nutshell, your saying these affected employees should have seen this coming, correct?commavia said:Delta is "still the largest carrier or the largest legacy carrier" in each of their former hubs. Hmmm ... didn't realize Delta was the largest carrier, legacy or otherwise, at DFW. Guess they really are "winning in N. Texas." Nonetheless, that "or largest legacy carrier" is a fairly critical caveat. Using that same caveat, I believe - someone correct me if I'm wrong - that AA, when you include the merged/combined airline (as you have to also do for Delta), is also still the largest carrier "or largest legacy carrier" in each of its former hubs - BNA, RDU, SJC, SJU, and STL.
Anyway, these continued reductions just underscore precisely what many of us knew years ago - which is that of course CVG and MEM had no future as hubs for a combined airline given that their network roles were near-completely eclipsed by larger, stronger hubs nearby, and as such they continue to see both flights and seats reduced to reflect this reality. In CVG's case, a strong corporate customer base (P&G, et al) is certainly able to support some critical mass of O&D flying. We'll see how the economics of this capacity continues to evolve as more and more of the RJs on which CVG nonstops have long been dependent are parked - the trend of the "post-hub" years thus far doesn't exactly seem encouraging.
No no.commavia said:Delta is "still the largest carrier or the largest legacy carrier" in each of their former hubs. Hmmm ... didn't realize Delta was the largest carrier, legacy or otherwise, at DFW. Guess they really are "winning in N. Texas." Nonetheless, that "or largest legacy carrier" is a fairly critical caveat. Using that same caveat, I believe - someone correct me if I'm wrong - that AA, when you include the merged/combined airline (as you have to also do for Delta), is also still the largest carrier "or largest legacy carrier" in each of its former hubs - BNA, RDU, SJC, SJU, and STL.
Anyway, these continued reductions just underscore precisely what many of us knew years ago - which is that of course CVG and MEM had no future as hubs for a combined airline given that their network roles were near-completely eclipsed by larger, stronger hubs nearby, and as such they continue to see both flights and seats reduced to reflect this reality. In CVG's case, a strong corporate customer base (P&G, et al) is certainly able to support some critical mass of O&D flying. We'll see how the economics of this capacity continues to evolve as more and more of the RJs on which CVG nonstops have long been dependent are parked - the trend of the "post-hub" years thus far doesn't exactly seem encouraging.
Yeah those guys at DWH were promised by Tony and his band of stupid people that they were safe going to Tampa.southwind said:So, in a nutshell, your saying these affected employees should have seen this coming, correct?
Also, if you ran a business on street corners and business on certain street corners did not warrant a full staff, would you continue to staff them at their current level?
Trust me, I don't like to see people lose jobs, I've lost a couple myself because of downsizing and closures but knew, in plenty of time, to make other arrangements!