|Quoting varsity (Reply 73):|
Agreed and when I saw what WN was doing there it made sense that B6 is not in there doing Fla., but nobody is doing some of the other places they're enjoying success (SJU, SDQ, as pointed out)
It would just be competing with its own JFK
flights though. Why bother?
|Quoting joelfreak (Reply 74):|
Why is HPN SO different? They are both suburbs of NYC, and they both have people with money who would like to avoid LGA/JFK, and ESPECIALLY EWR.
It's not necessarily dramatically
different, but it is somewhat different. For example, many of the most affluent suburbs in Westchester and Connecticut are farther from the city than HPN
, whereas on Long Island they're mostly closer to the city than ISP
is. Westchester and Connecticut have lots of corporate headquarters, Long Island doesn't. And so on.
In both cases the vast majority of people are using the major NYC airports, but I can see why HPN
might be a slightly better market than ISP
for legacy carrier hub service in particular. And that really is the only difference of substance — AA
(or rather, their regional partners) offer ATL
service from HPN
, and don't from ISP
. They both have similar amounts of traffic, and HPN
actually had a bigger drop in traffic in 2013 than ISP
|Quoting joelfreak (Reply 74):|
If you think UA is gaining marketshare on LI by hubbing EWR, let me introduce you to most ALL of Long Island who considers Newark to be in another country!
is obviously not a factor for most people on Long Island. I'm not sure why UA
would care so much what its market share on Long Island would be, though. Whether it serves ISP
or not, people in the NYC area for whom EWR
is not convenient are relatively unlikely to choose UA
(just as people for whom EWR
is the most convenient airport are overwhelmingly likely to choose UA
Yes, if we're talking about people from NYC and its environs going to the Hamptons on summer weekends. The idea of the Hamptons sustaining traffic to ISP
, which is not even that close to the Hamptons, from Canada of all places, is bizarre.
|Quoting PROSA (Reply 76):|
Actually, not. While LIRR officials knew that electrification would increase ridership on the Ronkonkoma line, and especially at Ronkonkoma station, they were taken very much by surprise at just how enormous a change came about. In particular, they did not realize just how much Montauk Line ridership would plummet.
That's not a great endorsement of their planning skills.
Anyway, that's no excuse for it still being a disaster 27 years later.
|Quoting PROSA (Reply 84):|
Much of the discussion here has focused on the undeniable fact that JFK and LGA are more convenient than ISP for many parts of Long Island. So for the sake of argument, let's define ISP's service area as just Suffolk County, minus its westernmost towns of Babylon and Huntington. Even under this very restrictive definition ISP still serves a population in excess of one million.
True, but still, that population, while obviously much closer to ISP
, is still close enough to JFK
that it will mostly go to those airports for a better schedule or fare. (And most of it is still in the areas that are least inconvenient to JFK
|Quoting JBAirwaysFan (Reply 88):|
I also maintain that there is an overlap area of people who could just as easily use ISP or JFK/LGA.
Sure. But the big airlines all would rather them use JFK
, and by and large, they do (as do most of the people for whom ISP
is legitimately more convenient).
|Quoting daviation (Reply 91):|
The New York City area really has a lot of separate markets.
Yes. Nevertheless, the overwhelming majority of people from the whole area use JFK
. Which of those three they use is dependent on where they're located, however. In the case of the area that ISP
also (potentially) serves, it's JFK
clearly do not get most of the traffic from their potential catchment areas, because one or more of the major airports are relatively too close. And SWF
gets almost no traffic at all from anywhere.