Shuttle markets get smaller and smaller. NOV now seeing big cuts.
Both AA and DL slash the Shuttle markets for the non-peak days over Thanksgiving and the couple of weeks around Christmas and New Year's. BOS-LGA on DL is 4x for a couple of weeks at the end of December/start of January. There's almost zero business travel and the leisure passengers are going to drive/take Amtrak/take the bus.
UA would still have EWR sewed up and be able to offer PS to their premium customers in SFO and LAX to New York's preferred airport in addition to EWR. Sure, they aren't going to "win" LGA, but they aren't winning LGA now.
Trying to offer p.s. to both LAX and SFO would be problematic for UA simply because they have relatively few slots at LGA. Sure, it'd be a no-brainer to drop the 5x daily to CLE and 4x daily to IAD, but they'd have to steal some slots from LGA-ORD/IAH/DEN in order to be competitive with what would very likely be 8-10x daily on both routes from DL & AA.
Here is what I'm sure everyone at AA management knows, but won't tell their NYC crew. All those high value customers have moved to DL. They aren't coming back unless DL starts cutting routes or product. And that clearly isn't happening. Without those ff, DL will continue to eat their lunch in NYC.
That's the real problem with the continuing cuts at NYC, and as they keep cutting, more and more customers will look elsewhere. It eventually affects the cash-cow routes like JFK-LHR/LAX/SFO as some customers in those markets will move to carriers with more comprehensive route networks from NYC. It's basically a redux of how the DL hub at DFW eventually failed except with more congestion and slots.
DL and B6 were in always in the position there in now. Chances and a plan are what's needed. There also squandering away US's LGA position.
DL's position at LGA is relatively new. The slot swap between DL and US is how DL was able to build up their leading position in NYC east of the Hudson. US management had no idea how to effectively use their large portfolio of LGA slots and what was at the time the nicest terminal at LGA by a mile. They were running dumb crap like Saabs and Dashes to ITH, ALB, BDL, and PVD, not to mention 20-odd daily to PHL at one point. DL took over most of that terminal, connected their existing terminal to it with a bridge, and started flying to places New Yorkers actually wanted to fly to! And they also built new gates at JFK even if that T4B concourse is a long hike. DL invested money in NYC and was willing to eat some losses to build the presence they enjoy today.
I can't blame DoUgIe that much because it was a decent deal for US at the time. They were bleeding cash at LGA because of their crappy route choices and printing money at DCA. DL was willing to hand them an even stronger market position at DCA in exchange for LGA assets which had been an albatross around their neck. Of course, it was also a clear example of how much better the Delta team was better at long-term planning.
AA's current position at LGA is thanks mostly to pmAA's assets. US had dropped everything from LGA apart from BOS/CLT/DCA/PHL/PIT with the slot swap.