United Exits JFK, Consolidates Its Power at Newark

I think many of us were surprised this week when United announced it would shutter its New York/JFK operation, bring its transcon p.s. service to Newark, and swap slots with Delta at those airports. We’ll see if all pieces of this deal are allowed to go through, but I think we can all agree that it’s about time p.s. made its way to Newark. That being said, it’s a sad but predictable end to decades of United service at JFK.

United ps Newark

United has been slowly whittling away at its JFK operation for years. Back at the turn of the millennium, United operated flights to far-flung places like London, Tokyo, and even Hong Kong. (That last one was a terrible idea.) Back in 2006, the last of the international flying disappeared when United sold its London authority to Delta and switched its Tokyo flight to Dulles. After years of trying, United simply wasn’t going to be a player in New York at all.

Despite all these cuts, there was one bright spot. The transcon routes to LA and San Francisco hadn’t done well, but in 2004 United tried something radical. It switched from 767s to smaller 757s. It put a more international-style First and Business Class cabin onboard and had just a few all-Economy Plus seats in coach. This upgraded service was called p.s. for “premium service” and it was an instant hit.

In the JFK to LA market, United’s average fare climbed more than 12 percent comparing 2005 to 2003. Thanks to the smaller coach cabin, the average coach fare climbed 30 percent. That may sound impressive on its own, but consider this. American’s average fare dropped nearly 23 percent during that same period. Delta’s average fare dropped 20 percent. For United, this was an unqualified success, but others took notice and United’s stellar product advantage eroded.

Virgin America launched in 2007 with lower fares and a better onboard experience. JetBlue entered the market in 2009, albeit with an all-coach product. Delta began getting serious and put a more international-style BusinessElite product onboard.

Then came United’s merger with Continental. Continental, of course, had stumbled into the old People Express Newark hub and turned it into the only true hub in the New York City area. Newark was a rock star, and there was no question that the new United would continue its focus west of the Hudson.

While LaGuardia continued to have service from most of United’s hubs, primarily to make sure United’s loyalists elsewhere could conveniently get to either side of New York City, the perimeter rule meant that neither LA nor San Francisco flights could operate there. The presumption was that to properly serve the transcon market, you had to be at JFK. And other airlines began fighting even harder.

American announced it would replace its old 767s with the new A321T. It was like the original p.s. on steroids with flat beds in Business and First as well as a nicer, smaller coach cabin. Delta eventually decided it would go fully-flat on its transcon flights as well. Last June, JetBlue upped its game with its own flat beds in Mint.

United, however, had chiseled away at the “p” in p.s., slowly eroding what made it unique. Coach lost free meals early on, and the all-Economy Plus cabin gave way to a more standard mixed offering as well. Then First Class was eliminated, but Business Class was upgraded with the standard international flat beds United had on the rest of its pre-merger Continental fleet. It effectively became just the implementation of United’s international product on a couple domestic routes. That product was competitive with other airlines, but the lead United had versus other carriers had disappeared. At the same time, primarily in LA, American had decided to increase frequencies dramatically, putting United at a further schedule disadvantage as well.

Meanwhile, United had other issues across the Hudson. In April 2013, Virgin America finally worked its way into Newark. United responded by flooding the Newark to LA and San Francisco market with nearly hourly flights. With so many flight options in Newark, United’s more paltry presence at JFK became even less attractive… except for the product. Most of the Newark flights still had a more traditional domestic product which wasn’t competitive at all with the options at JFK.

Meanwhile, on October 25 of last year, United ended its last non-p.s. flights from JFK, the Dulles route. How long would the status quo continue?

By this point, those who preferred JFK and LaGuardia were likely not United loyalists. Delta and JetBlue had built up strong hubs with big followings. And American had far more service than United as well. United couldn’t even come close to being competitive over there. But at Newark, its loyalty grew even stronger as the hub continued to grow. For those in New York who preferred United, the only reason to fly from JFK was because the onboard product was better than in Newark, and that seemed crazy.

So it should be no surprise that one year after the Dulles flights ended, United will now end all service at JFK. It will take those p.s. aircraft and relocate them to Newark. Then it will add a bunch of internationally-configured 757s (not much different than p.s airplanes, just fewer premium cabin seats) and put those on the LA and San Francisco routes as well, replacing the mix of aircraft already flying.

This will also allow United to more efficiently route these aircraft, and it will provide people in LA and San Francisco connecting to Europe in Newark a more consistent experience on all flights. In the end, United will now have a formidable presence with up to 15 flights to LA and 17 flights to San Francisco each day. And all will have p.s. service.

All of this makes perfect sense. In fact, it makes you wonder how p.s didn’t come to Newark earlier. That being said, did JFK have to disappear? For New Yorkers, it probably doesn’t matter. But what about those United loyalists in the LA and San Francisco hubs? Many of those people may prefer JFK and now they won’t have that option. In San Francisco it may not matter since United is the biggest game in town. People will go where United takes them. But in LA, it’s shakier since both Delta and American have bulked up there while United has cut back. This could push more important travelers in LA to choose someone else. But maybe that’s not enough to matter.

The last part of this deal is the slot swap. United no longer needs those coveted slots at JFK, so it’s giving them to Delta. In exchange, Delta will give United some slots at Newark. Both get stronger where they’re already strong. I’m not convinced, however, that the feds will like this one. Any other transaction that has involved getting stronger at New York airports has come with a price. The government may want some other airlines to have a shot at these. Knowing the feds, they’ll probably just want to give everything to their beloved Southwest.

That last part remains to be seen, but overall, this change plays to United’s strengths. While I think it’s probably a smart move, I do wonder how those in LA and San Francisco will take it. This could cost United some business on the West Coast, but having p.s. in Newark is going to be far more important for the airline in the end.

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81 Comments on "United Exits JFK, Consolidates Its Power at Newark"

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Neil S.
Guest
I’m from NY, and I lived in SF when p.s. launched. I loved it. Mostly in Business, sometimes in First. They were also good with upgrades, if memory serves. But having moved back to NY, I switched to Delta. They flew to more places that I needed to go, and although Skymiles isn’t awesome (understatement alert), the horror stories I hear about ops at United makes me happy I switched. Also, and I think a lot of non-NY/NJ people don’t get this nuance…NYC airport of preference is dependent on a lot of things. There is not great public transportation to… Read more »
A
Guest

Agree that in the NYC area your preferred airport has everything to do with where you are located or heading to. Sometimes it makes more sense for me to take a connection and fly into Newark than go direct into JFK and deal with traveling across the city. Ideally all the major players would have options into each of the 3 major airports in the area, but I totally get how United would want to “own” their piece of the NYC pie.

AL
Guest

Neil-this is definitely a win for people who live in NJ. I frequently make the trip to the west coast and work in midtown but live in hoboken, with that being said I generally took the afternoon p.s. flights out of JFK and fly back into EWR. As you mentioned the NJ transit to EWR is equivalent to taking the subway or LIRR to JFK.

FYI – the UA schedule is fully updated already. Plenty of award options out there right now as well for 50K RT in BizFirst. Just snagged a couple.

PeteyNice
Guest

I don’t see how allowing United to tighten its grip on Newark is a win for people who prefer Newark. I suppose if you prefer Newark and fly business class to the west coast frequently this is a win. Otherwise, all you are doing is limiting competition which is already almost non existent in Newark

AL
Guest

if you are loyal to one airline and that airline is in your backyard then why do you care about competition?

the difference in cost in traveling to LGA/JFK and having to either pay for an upgrade or E+ rather than getting it for free ends up evening out for me…

BigDaddyJ
Member

Prices, mostly. UA has only one competitor — VX — with an inferior product and only a few flights a day.

Whereas at JFK, there’s a lot of competition, between DL, B6, AA, and VX. Given the announcements of AA and B6 flight increases to SFO/LAX, it’ll be interesting to see how prices out of JFK vs. EWR changes once UA leaves.

BigDaddyJ
Member

You’re right in that everyone’s going to have different opinions. ;-) As a (former) Westsider, I infinitely prefer JFK; I can take the E train and it’s a simple one-seat ride to JFK AirTrain, and service is reliable even at late hours of the night.

Bobber
Guest

Not a big deal. I’ve flown the p.s. to LAX and SFO every January for 4 years from JFK, having flown in a few days earlier into EWR. Getting to and from Newark, from Manhattan, has rarely been any easier or any more painful, than JFK. It makes sense to consolidate the network, and I look forward to trying it next year:)

E
Member

Thank you for recognizing the People Express effect…. ;)

Gary Leff
Guest

United wasn’t positioned to do well with its JFK flights anymore, but I suspect they’ll ultimately regret giving up those JFK slots in the future. They’re dominating a portion of the New York market and ceding the balance to Delta. That makes sense short-term for them, But giving up a scarce resource in New York is a high price to pay long-term.

SEAN
Guest
I agree – this move will hit United hard in the future, but it’s understandable at the present time. One thing not mentioned here involves the Port Authorities desire to renovate or close terminal 7 at JFK where both United & British Airways fly. BA may end up moving to T8 with it’s partner American in a few years & if that be the case, there won’t be a need for that terminal. In addition, since there’s a gate cap at JFK the 12 gates at T7 could be transferred to other terminals either in whole or in part as… Read more »
noahkimmel
Member
But if they have to use it or lose it, then there is a huge cost to running an unprofitable spoke city to serve non-core customers + opportunity cost of the (proposed) deal. I think I read that UA said JFK has been unprofitable for 7 years. I’m not convinced that a few JFK slots are all that strategic with the only real pending change on the horizon is the competitve strengthening of LGA (new terminals, potential perimter lifting). PANYNJ moves so slow anyway, that a chance would take 10+ years. That is a lot of losses to hold onto… Read more »
Nick Barnard
Member

I’m not sure I buy the accounting that P.S. was unprofitable for that long. Perhaps it was carrying far too much of the JFK terminal cost given that UA cut back so much?

JP
Guest
The JFK transcon market was a no-win for UA. All of their competitors had some level of feed on both ends, but UA had nothing on the JFK side, so they relied entirely on local traffic. Even though they offered a very good business class product, the Hollywood folks that really drive the revenue in the market preferred premium cabin seating that offered more privacy so they didn’t have to deal with annoying conversations for 6 hours. Once AA, DL, and B6 were all offering that type of configuration, the celebs left and took their money with them. The capital… Read more »
mb5377
Member

Flying from San Francisco, this hurts. The product isn’t nearly as special as it used to be with fewer economy plus seats, and while having more flights might be nice, I will miss being able to get easy access to Long Island. Newark makes that a real pain. But then, aren’t we used to that with United? If I weren’t as frequent or loyal of a traveler I would look elsewhere. But United has a hook in me.

Roger @ JSCharter.com
Guest

Yeah, their miles program will do that to you. Their customer service is friendly and amazing as well, as far as commercial airlines that is.

Randy.Essell
Member

Especially enjoyed your comment on the Fed love affair (no pun intended) with Southwest. What they have been permitted to get away with at DAL is shocking. I doubt they have an interest in JFK, but if they do, the UA slots will head their way.

noahkimmel
Member

I wonder if this will end up entwined with the DAL situation developing now that the city of Dallas has asked the Federal government what to do.

Will there be a big, multi-airport, multi-airline agreement on both?

Alex Hill
Member
I note that United’s press release notes that selling Delta the JFK slots and buying the EWR slots from Delta are separate transactions. That must be carefully-chosen language for regulatory purposes, right? Cranky, any idea what it means? I assume particularly that if the DOT doesn’t approve of the EWR transaction, United will go ahead with this anyway and just take the slots from other flights. It wouldn’t surprise me much if the DOT says the JFK slots have to at least go up for auction if they don’t outright say the slots have to go to a DOT-preferred carrier… Read more »
Nick Barnard
Member

I’d expect the EWR slots would have to go up for auction as well if the DOT allowed it.

Bgriff
Guest
It seems very likely the slot swap will get held up by regulators, but considering that UA’s proposed p.s. Newark operation is not much (if anything) of a frequency increase, just a gauge increase on existing frequencies, presumably UA will go ahead with the p.s. move even if the slot swap is blocked. The odd thing about the separation of the transactions is that while UA presumably wants to get out of JFK no matter what, presumably Delta only wants to give up EWR slots if they get the JFK slots. But, if the feds start putting constraints on the… Read more »
Jim
Guest

If the feds want to interfere, I imagine they would be more concerned about UA getting more slots at EWR (which they already dominate) than anything at JFK, which is reasonably competitive.

AAflyerORD
Guest
I’m a somewhat frequent traveler to NYC and hate all three airports equally so can’t really comment on the pros/cons of this move. What amazes me, however, is that the UA and DL can agree to swap gates at two slot-constricted airports (or at least 1, JFK) without providing an opportunity for other airlines to at least bid for these. While I miss the old days of Northwest and Continental, having such a fragmented industry wasn’t necessarily healthy. But, that being said, there are a some scrappy airlines out there that would surely love to have some slots at either… Read more »
Alex Hill
Member

I doubt that the “subject to regulatory” approval bit of this is just a formality. The DOT may well say no or require them to put the slots up for auction to a less dominant carrier.

worldtraveller
Member

Interesting perspectives

David SF eastbay
Member
What’s funny/interesting to me is when you hear JFK which is three letters known around the world, you think global-magic-New York-fame-fast paced-hip, and when you hear Newark you think Newark…yuck. I know people will comment on that part, but still in that part of the country, people want to go to New York so they think JFK not Newark. It’s like here in the Bay Area, international carriers who have flown to Oakland sell it as San Francisco’s Oakland Airport. So yes UA will loose business for people who want to go to New York and think JFK, but in… Read more »
Alex Hill
Member

There’s a good reason Continental/United sell it as “New York/Newark”. That particular branding obviously hasn’t permeated most customers’ consciousness, though.

Nick Barnard
Member

AFAIK, there is also the multi-airport code NYC which covers LGA, JFK, and EWR

Jamzz
Guest
The p.s. service was clearly not a winner for United, so I have to wonder if it is a winner for anybody. Some might point to the strength of JetBlue and Delta’s hubs at JFK as a reason for their success over United, but you have to consider that United did provide unique connecting opportunities in both SFO and LAX and still couldn’t make p.s. work. I believe the competition on these routes is more of a prestige thing, or perhaps driven by a need to protect market share. But, my gut says that for even the strongest carrier, this… Read more »
Bgriff
Guest
Each airline has different interests in serving the market. Having flown these flights a few times on Delta, for example, there are tons of people connecting onward to Europe at JFK onboard (especially to smaller European cities that have no direct West Coast service), and also some connections at LAX. Similar with AA. For United, when the route was based at JFK, they could carry some connections from NY to Asia via California, but the big Asian cities have more convenient nonstop service from NY anyway, so that was not a strong value proposition. Now at Newark, they will have… Read more »
James S
Guest

“Knowing the feds, they’ll probably just want to give everything to their beloved Southwest.”

Amen. Every slot arrangement made in the last ten years seems to involve Southwest getting something for basically nothing. Get ready for more flights to Fort Lauderdale, Tampa and Orlando. Hardly something NYC needs more of.

ICUDoc
Member

I am a Delta Plat / AA Plat who just moved to NJ. I am not happy with losing any Delta flights out of EWR – once in a blue moon you could get lucky and there would be a Delta flight out of EWR that fit the bill – AA also would suffice. I would even take coach on JetBlue than fly United…but now my choice is more limited as its just too tough to go to JFK except for International Flights – then it is worth it…..

If only United would become a real airline….

Ed
Guest

Newark has one MASSIVE problem that JFK does not have: NO International StarAlliance Connections!

PeteyNice
Guest

What are you talking about? Newark has…

Air Canada to Montreal, Toronto, Calgary, Vancouver
Air India to Mumbai, Ahmedabad
Austrian to Vienna
Ludthansa to Frankfurt, Munich, Dusseldorf
SAS to Copenhagen, Oslo, Stockholm
Swiss to Zurich
TAP to Lisbon, Porto

mattnrsa
Member

Putting aside the abundance of Star connections in EWR, United only offered connectivity in JFK to LAX and SFO, cities that already have nonstop service to Europe and plenty of one stop options through UA/AC hubs in North America and LH/LX hubs in Europe.

Doug Swalen
Guest

As an SFO flyer…this stings. I flew PS in 2009 and liked it. I like flying to JFK. Newark may be closer to Manhattan but…it’s Newark. Looks like the next time I’m going to NYC from SFO…it’ll be on VX.

Eric A.
Member

Allot of the internal animosity at sUA is ” I remember when” tripe. Queue Randy Travis as we reminisce about whales fling to NRT, LHR, EZE, etc. Unfortunately sentiment does not deliver ROI. P.S. was unique in its day but one of several now. Plus there isn’t much unique connectivity over SFO/LAX.

As much as it pains me to say this I think UA made the right call. If LGA opens beyond perimeter slots things will get interesting but that is a pipe dream based on today’s reality.

noahkimmel
Member

exactly! It’s a shame from a competitive / nostalgia point, but UA made a good business decision. You don’t sit on unprofitable whole cities which offered only a niche market (as connections and NYC can all flow over other routings) for the potential of changing your mind no less than 10 years away…

Alan
Member

Yada, yada. So some people prefer jfk or ewr. Ua is part of star alliance. So what do people who fly to JFK do when they need to fly on to another city?

JN
Guest
I fly from SFO to NY about 6 times a year. Prior to 2015, that was always on United. I find it hard to believe that PS was not making money, as every time I took PS it was always full and ticket prices were always high. Even with status, I often ended up in middle seats. Occasionally I would fly through EWR because of cheaper prices, availability of aisle seats and chance of the complimentary premier upgrade (upgrades on PS require miles), though not every flight into EWR has wifi, which is a real concern when I’m traveling for… Read more »
RW
Member
A big change for United in the NYC market to ostensibly better serve its customers and base. Everyone talking about this is mostly discussing the impacts of those customers in NYC, but almost seemingly forget there’s a lot of traffic coming from northern NJ. By moving a P.S. product to EWR and away from JFK, United stands to gain passengers and business contracts for those who JFK and LGA are just not convenient. Also, by being the only premium transcon product out of EWR, competition for those dollars that don’t want to cross the Hudson will be less. I think… Read more »
Nick Barnard
Member

IAD? Perhaps United will sell their whole operation there to Delta, but DL won’t take it over until they’ve rebuilt the terminals themselves.

RW
Member

Ha. IAD is a mess. The best thing to do is to raze the C & D terminals and build anew. Kind of surprised United’s let IAD become and remain the mess that it is. I don’t think transcon PS service from SFO/LAX-IAD will solve any problems though, but it does make for some interesting connections that are not easily reachable direct from SFO or LAX: DBX, IST (though TK is doing that route now), other places in the Middle East and Africa, Greece …

hsano
Member

I’ve been flying LAX-BOS/MHT since I moved to LA in 1982. Pre-merger, I used to connect through ORD or IAD, and occasionally through SFO. I’ve grown to like connecting through EWR.

Brett, with all LAX-EWR flights shifting to p.s., do you think this will affect prices on connecting flights? Even if not directly, indirectly through fewer seats per plane in the p.s. configuration?

JoEllen
Guest
Of course nothing is said about the 200 UAL airport employees or the 71 mechanics that are employed at JFK. I’m sure employees that live on Long Island or in Queens, Brooklyn, Bronx, Westchester will be fine with the two hour drive to EWR every day and then back another two hours if Can’tinental can even accommodate a fraction of them. Hmmmm, 4 hours of driving, gas, high tolls and car wear and tear will be soooo welcome. Furthermore, I doubt that Can’tinental doing business as United can offer any jobs at LGA as well, “no vacancy”. They don’t care… Read more »
Ascot
Guest

Once again JoEllen your comments are self serving. Companies need to adjust and make changes if they want to survive. Would you rather United not adjust their strategy or business plan and end up once again in Bankruptcy. The world changes. You would have probable complained about changes if you worked at a manufacturing plant making rotary phones.

JoEllen
Guest
Why does Can’tinental call it their “New York” destination when their planes are flying into a different state– New Jersey??? For those unfamiliar with geography, New Jersey IS NOT New York. The fact that Newark airport is convenient ONLY for the West Side of Manhattan is ridiculous. There is more to New York than the west side of New York City. There’s Brooklyn, Bronx, Queens, Westchester County, Long Island and western/southern Connecticut…….Millions of people that now will obviously fly Jet Blue, DL and AA from JFK. United was lucrative in these markets (flights are always full) and could have kept… Read more »
AL
Guest

^typical New Yorker.

Hey
Member

Also “typical” pre-merger United employee – as, seemingly, everything is an argument requiring name-calling.

JoEllen
Guest

what name calling. truth telling maybe, but not name calling.

JoEllen
Guest

What is a “typical” NYer ?

Alex Hill
Member
Good lord. Newark is a reasonably convenient airport for much of New York and is definitely in the New York area. It’s only the *most* convenient airport for the west side of Manhattan as well as the Jersey suburbs (which are just as much part of the New York City area as Westchester), but it’s a reasonable option for a much larger area. It’s not like JFK or LGA are highly convenient for much of New York except maybe LGA at no-traffic times (which is when exactly?) if you’re driving or taking a cab. And as for the airport being… Read more »
Vickie
Member
@JoEllen. yes, New Jersey is not “New York.” But to say that its not part of NYC area is personally just bull. I am from central NJ and I can name many people who commute to manhattan every day. In fact, the whole northern and central part of my state is a considered a suburb of the city. Just because there is a river in the way does not make us any less part of NYC like the white plains area or even more north of that, or long island. It all depends on what suburb or side of the… Read more »
DesertGhost
Guest

This deal makes sense for both sides.

cblock2
Member
@JoEllen – oh, please, not the tired old “Newark is in New Jersey so it can’t be a New York City airport” crap again. Seriously, metropolitan areas spill across state lines all the time: Cincinnati’s airport is in Kentucky, one of DC’s airports is in Virginia, etc. By any standard measure of metropolitan areas (Metropolitan Statistical Area, Area of Dominant Influence, etc.), Newark is part of the New York City market. And your assertion that “The fact that Newark airport is convenient ONLY for the West Side of Manhattan is ridiculous” is, in fact, ridiculous. EWR is just as convenient… Read more »
cpagan2
Member

Actually, both DC airports are in Virginia.

Chris
Guest

2 are in Virginia (DCA, IAD), 1 is in Maryland (BWI)

cblock2
Member

Thanks for the correction on DCA. As for BWI, I guess it depends on which metro area definitions you use – the feds define a Baltimore MSA and a Baltimore-Washington Combined Statistical Area. If you go by media market (ADI), Baltimore is considered a separate market.

But any way you slice it, Newark is considered part of the New York City market.

ICUDoc
Member

I agree – the problem is EWR is far TOO convenient an airport (location-wise) to be dominated by the worst airline product around. So the loss of even a few Delta flights out of EWR is a big deal. So one is often faded with the decision of “do I travel the extra 30-45 minutes for a better flight experience” question. And the answer, longer flights, is yes, just to get away from UA.

JoEllen
Guest
@ CraigTPA, “But from Hoboken (the “sixth borough”), the Fort Lee area, or the rest of northeastern New Jersey (every bit as much a part of the New York metro area as Long Island), EWR is much easier to get to.” ————- No kidding, really ?….(talk about stating the obvious)…..do you know anything about driving in the New York Metropolitan area ? Your comparison of distance and driving time between White Plains and EWR and White Plains and JFK is certainly not just “eight minutes more to EWR”. I don’t know what time of day or roads you’re driving but… Read more »
cblock2
Member
@JoEllen – nah, I don’t know nothin’ about travel in the New York City area…I only lived there for fifteen years. (Don’t let the “TPA” in my posting name throw you, I just picked up that habit to differentiate myself from another Craig on another blog I post comments to.) The mileage and time comparison for While Plains for JFK vs. EWR was from Google Maps using the center of White Plains as the starting point, so if in your infinite wisdom and absolute knowledge of all aspects of travel in New York you disagree with their estimate, please take… Read more »
JoEllen
Guest
Yes, I’ll take it up with Google. maybe I’ll be lucky enough to contact someone who has actually DRIVEN all the routes and the 8 minute saving roads you mention around the NY metro area. Could it be that I’ve just been unlucky driving the Hutchinson River, Bronx River Parkways, Cross Bronx Express, BQE, LIE, Grand Central PArkway, NJ Turnpike, Routes 1 & 9 in NJ, GW Bridge, Lincoln and Holland tunnels, Queens midtown tunnel and hit one too many traffic jams and bottlenecks to realistically believe that Google data can help me deny that every one of these roads… Read more »
Jason
Guest

I wonder how this impacts the plans to use domestically configured 777s for some hub-to-hub flying. I’ve seen a lot of people speculating EWR-LAX/SFO as prime targets for that sub-fleet. It will be interesting to see where those planes end up.

Jeff
Member

For the flyer that is transiting EWR, for example from the Middle-East or India, and onwards to SFO/LAX or vica versa, then the change makes great sense. You now have flat bed all the way through, which is a big change, and would actually make me consider United on those routes.

And Newark is _far_ better to transit through than JFK for International travellers.

BC
Guest

Having flown Jfk/Sfo for 15+ years on UA this hurts. Doesn’t pay to switch airlines die to loyalty programs. Newark is not an option, just a headache. At this point we have done the connection through LGA, which is a shame. They should not have pulled out of JFK

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