I've noticed this summer that ORD only has 2 50 seaters, the other 7 flights are mainline. That is increase in mainline flying. In the fall 7 mainline 1 50 seaters.
A head scratcher to me is why PIT has so more seats and frequency to EWR than CLE does.
For instance tomorrow June 3, 1 737-800 call that 150 seats, 4 ERJ 145s, 200, 1 ERJ 170 75. 6 frequencies, 425 seats to Newark.
PIT has 1 737-700, 125, 7 ERJ 170/175s 525 seats, total of 650 seats to Newark 8 frequencies.
Even Columbus has 7 flights, though fewer seats than CLE. Same with IND, 7 flights. BNA 3 out of 6 are mainline. DTW 7 flights on UA, more overall seats than CLE.
I suppose some CLE volume on UA goes over LGA but still, EWR is unique among UA destinations in this regard-- less service than some peer cities (granted DTW is one city much larger but they are well served by DL also).
Here’s why: United has its New York demand from Cleveland being split between 2 airports — EWR & LGA.
From CLE-LGA there is 250 daily seats
From CLE-EWR there is 425 daily seats
425+250=675 daily seats heading to New York
If United were to exit the LGA market from CLE, we’d certainly see an uptick in EWR seats. United will likely hold onto is LGA and DCA routes from Cleveland long into the foreseeable future. Those are valuable slots and they really have no other routes to use them for, and lucky for United, business travelers have remained loyal to them for those routes. They consistently preform better than all other airlines serving those markets.
Also— United is working destress connections at EWR while establishing IAD as their east coast connection hub. Starting this fall, IAD will have 3 daily mainline flights from Cleveland, a big jump from last year, when the fall/winter was all regional flights.