CVG Reductions

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looks like the only one that is getting completely cut is MSN. not sure why after all of these years, MSN is cut.... clearly something is not right there in Wisconsin.
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Yes, now all of that traffic flowing east will have only have DTW/ATL/LGA or even DCA as options ex-MSN. All of which will either be on M/L equipment or 2 class RJs, as opposed to less-than-daily service on a CR2.

Sounds like solid network planning to me...
 
the question is why MSN supported CVG service as long as it did.

yes, MSN is part of DL's dominate the Midwest strategy that NW used very well... the difference between DL and its Texas competitors is that DL and NW both win in the marketplace even with the ability of other carriers to continue to add service while AA and WN have to hide behind market barriers in order to dominate the market.

and despite the reduction in the schedules, DL still has service in enough CVG markets to maintain its status as CVG's dominant carrier
 
there has to be a market in order for any of those to take place.

MSN had enough of local market (and it does) but DL is choosing not to pursue that any more.

MKE service appears to remain.
 
airframe is undoubtedly going bye-bye.

but if there was local demand, DL either expects to keep it on its network or run the risk of going thru other hubs

and DOT data shows that CVG-MSN is higher yielding than other CVG markets but smaller.
 
http://www.usatoday.com/story/todayinthesky/2015/03/10/delta-to-further-trim-cincinnati-flight-schedule/24713627/

 
The Atlanta-based airline will trim the number of daily flights it flies on several business-oriented routes from Cincinnati/Northern Kentucky International Airport (CVG). The reduced frequencies will come on routes to Chicago, Philadelphia, Charlotte, Baltimore, St. Louis and Pittsburgh, according to a new flight schedule obtained by The Enquirer.
 
Delta is ending all flights between Cincinnati and Madison, Wisc. The airline also will no longer offer daily non-stop service to Pittsburgh, Toronto and Richmond, Va., reducing those routes to less-than-daily service.
 
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and all of those frequencies are still enough to serve the local market, which is where DL is focused in CVG now as well as connecting CVG with the rest of DL's network.
 
http://www.cincinnati.com/story/news/2015/03/10/delta-cincinnati-airline-cuts-kentucky/24701445/

Delta officials continue to say they have no immediate plans to do that here, citing strong support from the business community. Kroger, GE Aviation and Procter & Gamble maintain corporate accounts with Delta.

"I'd say it already stopped being a hub," said Brett Snyder, an airline expert who publishes the Cranky Flier blog. "If you look at any (Delta) press release, Cincinnati is not included as a 'key hub and market' in the boilerplate type. Delta is now running Cincinnati flights to match local market demand."

Greater Cincinnati business leaders – long concerned about the impact of Delta's downsizing on the region's ability to grow and retain jobs – figuratively shrugged their shoulders about the airline's latest cuts.

"There generally is a sense of resignation in the business community that Delta is going to do what they do," said Doug Moormann, a longtime regional economic development leader. "The business community is choosing to be nimble, looking for alternatives and recognizing we are never going to have the level of service that this community once had."
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The article links to another which discloses a few things I wasn't aware of -- DL having veto rights over airport expenditures at CVG...

http://www.cincinnati.com/story/news/2014/12/27/transportation-decisions/20897375/

If CVG wants a new fire truck, Delta has to approve it. If Allegiant Air wants a new walkway tunnel from the gate to the plane, Delta has to approve it. The airport can't offer an incentive package to JetBlue Airways (or anyone else) because Delta has the final say on how extra money is spent.
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That might explain why the airport hasn't really gone all-out to try and backfill the void left by DL. They probably can't get approval on incentives, and that in turn helps keep fares high.
 
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it is doubtful if marketing expenditures are something DL can veto or are large enough for DL to control.

what is holding CVG back from attracting more carriers is that DL continues to pay for a lot of space which they do not need.

CVG made the choice to either let DL off the hook on its expenditures or have DL continue to pay the bills which means that DL could very easily throw capacity into the market if necessary.

the only service that CVG has attracted is ULCCs to leisure destinations often on a less than daily basis or with F9 who has a very unsustainable presence in just about any city.

as long as DL continues to pay for the majority of the space at the airport, it will be free to keep CVG as a high fare airport focused on serving the local business community which means that a lot of markets can work with less than daily service (service from CVG on peak business days).
 
DL has done far greater reductions in flying at CVG at various times and for longer periods of time.

Given that DL still carries 30% connecting traffic thru CVG - something alot of people do not realize - and DL still has 60% of the local market at fares that are above average for midwest cities - they have room to cut capacity and still maintain hub-like positioning in the local market.
 
This is great we have a new statistic to use - how low can you get your connecting traffic

Once again DL has above fares in this market - it's amazing with all these above market fares DL's revenue should be double what it is - I'm sure the lawyers suing the airlines will have a field day with DL since DL charges higher fares just about every where according to one poster
 
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