Greater Rochester International Airport: Gateway to the World’s Image Centre
Part 2: 1990s-2015
Text and photos by James C. Kruggel Ph.D. (aka BWI-ROCman from DAC)
Primary Sources: City of Rochester and Monroe County documents, and the Rochester Times-Union and Democrat and Chronicle
Primary Sources: City of Rochester and Monroe County documents, and the Rochester Times-Union and Democrat and Chronicle
1990: Legacy Dominance, High Fares, and Smaller Planes. In the 1990’s, Rochester was ruled by the six “legacy” carriers. The legacies used predatory practices such as capacity-dumping and pricing, and frequent-flyer programs, to destroy startups who threatened their comfortable and high-cost-per-seat-mile existence. They often replace mainline jets with smaller turboprops and new small regional jets, to the consternation of travelers. Fares soared. The airport had served about 1.5-1.8 million passengers a year before People Express. The airport leveled off at around 2.3-2.5 million passengers in the 1990’s.
USAir, which renamed itself US Airways in 1997, remained dominant in Rochester, having bought Piedmont in 1986. Northwest bought Republic, Continental bought failed PeoplExpress. Delta replaced failing Eastern at Rochester in 1989, taking over the Atlanta route, and starting service to a new hub in Cincinnati. Rochester was served by a mix of 150-seat and smaller aircraft: 727s by all carriers, and many Boeing 737’s of original and classic series, plus DC-9 and new MD-80 series aircraft.
USAir, which renamed itself US Airways in 1997, remained dominant in Rochester, having bought Piedmont in 1986. Northwest bought Republic, Continental bought failed PeoplExpress. Delta replaced failing Eastern at Rochester in 1989, taking over the Atlanta route, and starting service to a new hub in Cincinnati. Rochester was served by a mix of 150-seat and smaller aircraft: 727s by all carriers, and many Boeing 737’s of original and classic series, plus DC-9 and new MD-80 series aircraft.
In 1992 Delta introduced Canadair CRJ-200 50-seat regional jets to the Cincinnati hub, marking a long trend of Rochester’s mainline aircraft being replaced by cramped regional aircraft. However, the smaller aircraft offered business travelers the benefit of higher frequency. In the 1980’s Rochester often had 60-80 daily departures; in the 1990’s, well over 100.
A few boutique carriers served Rochester in the 1990’s. A “Mohawk Airlines II” flew Fairchild Metro turboprops to regional destinations. Skyway Airlines, regional affiliate of Wisconsin’s famous Midwest Express, offered General Motors-sponsored flights on Beechcraft 1900 props to Flint, Michigan. A short-lived low-fare airline called Eastwind offered flights to Boston and Washington-Dulles on over-sized Boeing 737-700’s in 1998. A new Midway Airlines offered daily flights to its high-tech market hub of Raleigh-Durham, NC on Canadair regional jets, from about 1998-2001.
Cargo continued strong, with stretch DC-8 service by Emery Worldwide and the splashy green aircraft of BAX Global. FedEx continued to serve ROC with 727’s. United Parcel Service, unfortunately for Rochester, runs its Upstate air service to Albany, Syracuse, and Buffalo, and trucks Rochester cargo to the latter two cities even today.
2000’s: Low-Fare Carriers and Market Restructuring. But by 2000, new winds were blowing in the industry and in Rochester. Corporate downsizing continued. Massive restructuring of the local economy began, as Kodak’s failure to anticipate digital photography reduced the company to a fraction of its former size. But air travel remained essentially sound, if stagnant, in Rochester. The “legacy” carriers had high seat-per-mile costs (CASM), and the market would not tolerate their fare abuse forever—in Rochester and elsewhere.
USA consumers and politicians, fed up with high fares, got the government to hold off a proposed United-USAirways merger until a weakening 2001 economy caused United to cancel the proposed transaction. In 2000, airline startup whiz Jeffrey Neelman founded low-fare carrier JetBlue Airways using unused slots at New York’s John F. Kennedy Airport. He and investors recognized that a huge market for low fares existed in the wake of PeoplExpress’ demise.
USA consumers and politicians, fed up with high fares, got the government to hold off a proposed United-USAirways merger until a weakening 2001 economy caused United to cancel the proposed transaction. In 2000, airline startup whiz Jeffrey Neelman founded low-fare carrier JetBlue Airways using unused slots at New York’s John F. Kennedy Airport. He and investors recognized that a huge market for low fares existed in the wake of PeoplExpress’ demise.
ValuJet Airlines of Atlanta, after suffering a crash in 1996, installed new management, bought small carrier AirTran, and restructured into a stable and profitable carrier with the AirTran name. Quiet Southwest Airlines, which had been slowly adding routes and staying under “legacy” carriers’ radar, suddenly moved east in 1993 and began building a hub at Baltimore-Washington Airport.
These large, well-capitalized low-fare carriers were now financially prepared to bring reform to the complacent, high-cost industry. Then, the September 11, 2001 attacks permanently undercut the market situation that tolerated the high CASM’s of the legacy carriers.
Below: Independence Air CRJ at ROC in 2005
These large, well-capitalized low-fare carriers were now financially prepared to bring reform to the complacent, high-cost industry. Then, the September 11, 2001 attacks permanently undercut the market situation that tolerated the high CASM’s of the legacy carriers.
Below: Independence Air CRJ at ROC in 2005
Above: Rochester Aerial view 2005
In the 2000’s, reform came to Rochester swiftly. In October 2000, JetBlue entered with flights to JFK, and immediately prospered with their seat-TV-equipped Airbus A320’s. AirTran Airways began building a careful “complement hub” at Baltimore to serve Florida and markets that 800-lb gorilla Southwest did not serve. AirTran entered Rochester in March 2002 with flights to Baltimore and its Atlanta base, and added nonstops to Florida as well.
Below: JetBlue A320 at ROC in September 2012
In the 2000’s, reform came to Rochester swiftly. In October 2000, JetBlue entered with flights to JFK, and immediately prospered with their seat-TV-equipped Airbus A320’s. AirTran Airways began building a careful “complement hub” at Baltimore to serve Florida and markets that 800-lb gorilla Southwest did not serve. AirTran entered Rochester in March 2002 with flights to Baltimore and its Atlanta base, and added nonstops to Florida as well.
Below: JetBlue A320 at ROC in September 2012
Enplanements rose again in Rochester reaching 2.9 million in 2007. Legacy carriers went through bankruptcies to restructure themselves. By 2010, they had narrowed the CASM gap with the low-fare carriers some. Meanwhile, as the low-fare carriers grew, they entered more congested airports, and their employee groups got more seniority, inching their costs upward.
In a happy development, FedEx in 2001 introduced Rochester’s first scheduled jumbo jets since 1973. A mix of Airbus A310 and A300’s, and Boeing MD-10’s, served Rochester to FedEx’s Memphis hub, offering spotters a regular diet of jumbo jets. Air Canada entered Rochester with turboprop flights to the airline’s Toronto Pearson International Airport superhub, and serves the route today.
In a happy development, FedEx in 2001 introduced Rochester’s first scheduled jumbo jets since 1973. A mix of Airbus A310 and A300’s, and Boeing MD-10’s, served Rochester to FedEx’s Memphis hub, offering spotters a regular diet of jumbo jets. Air Canada entered Rochester with turboprop flights to the airline’s Toronto Pearson International Airport superhub, and serves the route today.
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Above: FedEx DC-10 at ROC in March 2013.
2010’s: Back to the Future: Fuel Costs and Consolidation Redux. The 2008 fuel-cost crisis hastened the desire of legacy carriers to attempt another round of consolidation. Unfortunately for consumers and medium- and small-size markets such as Rochester, the Bush and Obama Administrations approved a series of mergers that reduced the eight largest carriers (the legacies, Southwest, and AirTran) to four.
The legacy airlines outright lied to the US Government that their mergers were about “synergies” and “efficiencies” rather than cutting employees and seat capacity to force up fares and destroy competition. Delta bought Northwest, United bought Continental, American bought US Airways, and Southwest bought AirTran.
2010’s: Back to the Future: Fuel Costs and Consolidation Redux. The 2008 fuel-cost crisis hastened the desire of legacy carriers to attempt another round of consolidation. Unfortunately for consumers and medium- and small-size markets such as Rochester, the Bush and Obama Administrations approved a series of mergers that reduced the eight largest carriers (the legacies, Southwest, and AirTran) to four.
The legacy airlines outright lied to the US Government that their mergers were about “synergies” and “efficiencies” rather than cutting employees and seat capacity to force up fares and destroy competition. Delta bought Northwest, United bought Continental, American bought US Airways, and Southwest bought AirTran.
Above: Rochester in May 2007
As might be expected, the market responded to the new higher-fare situation. New “ultra low cost carriers” (ULCC’s) such as Allegiant, Spirit, and Frontier arose, prospering by offering ‘bare fare’ sub-weekly nonstop services direct from medium and small-size markets to sunspots such as Orlando, Fort Lauderdale, and Phoenix. But these carriers do not offer connections.
As might be expected, the market responded to the new higher-fare situation. New “ultra low cost carriers” (ULCC’s) such as Allegiant, Spirit, and Frontier arose, prospering by offering ‘bare fare’ sub-weekly nonstop services direct from medium and small-size markets to sunspots such as Orlando, Fort Lauderdale, and Phoenix. But these carriers do not offer connections.
Above: Rochester in August 2008
By 2010, Rochester was hit by the kind of economic restructuring pain that its neighbors Buffalo and Syracuse had experienced in the 1980’s. Rochester’s large manufacturing employers shrank, and the University of Rochester and its teaching hospital became Monroe County’s largest employer. High fuel costs ended Rochester’s two longest flights: nonstops by American to its Dallas-Fort Worth hub (about 2005-2007) and AirTran to Las Vegas (2007).
The name of philanthropy in Rochester had been Eastman. Now it was Wegman or Golisano, referring to the successful Rochester-based Wegman-family-owned grocery chain Wegmans, and Paychex founder Thomas Golisano. Many small tech startups began, but a new age of contract-work and economic insecurity began. Remarkably, Rochester’s enplanements remained surprisingly strong, stagnating at round 2.4-2.5 million passengers a year as airfares have soared since consolidation.
Below: Rochester in March 2010
By 2010, Rochester was hit by the kind of economic restructuring pain that its neighbors Buffalo and Syracuse had experienced in the 1980’s. Rochester’s large manufacturing employers shrank, and the University of Rochester and its teaching hospital became Monroe County’s largest employer. High fuel costs ended Rochester’s two longest flights: nonstops by American to its Dallas-Fort Worth hub (about 2005-2007) and AirTran to Las Vegas (2007).
The name of philanthropy in Rochester had been Eastman. Now it was Wegman or Golisano, referring to the successful Rochester-based Wegman-family-owned grocery chain Wegmans, and Paychex founder Thomas Golisano. Many small tech startups began, but a new age of contract-work and economic insecurity began. Remarkably, Rochester’s enplanements remained surprisingly strong, stagnating at round 2.4-2.5 million passengers a year as airfares have soared since consolidation.
Below: Rochester in March 2010
Small Airport Improvements. The airport has seen some small improvement projects. In 2010, the two security checkpoints were consolidated into one for efficiency, and the parking garage was expanded. Because the new security checkpoint put the airport’s concession atrium and runway viewing areas behind security, Monroe County graciously moved the airport’s administrative offices to build a landside viewing atrium outside security on the terminal’s west side.
The airport’s tight 5,500’ crosswind runway 10-28 was lengthened to 6,400, plus an engineered material arrestor system (EMAS) at the 10 end. Numerous new taxiways were built, easing aircraft access around the field. The 1992 terminal has proven a successful, adaptable facility that has met air travel needs well.
The airport’s tight 5,500’ crosswind runway 10-28 was lengthened to 6,400, plus an engineered material arrestor system (EMAS) at the 10 end. Numerous new taxiways were built, easing aircraft access around the field. The 1992 terminal has proven a successful, adaptable facility that has met air travel needs well.
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Looking Forward: A Combination of Good and Bad, with a Decent Service Mix. Air service to Rochester was restructured, not all for the worse, by the consolidation. Southwest replaced AirTran in Rochester in 2013. Southwest maintained service to Baltimore and its consolidated superhub there, as well as nonstops to Tampa and Orlando.
But Southwest dismantled AirTran’s Atlanta hub, moving traffic to Chicago Midway and Baltimore hubs. Southwest replaced AirTran’s ROC-ATL flights with flights to Midway. But, apparently unhappy with a too-high percentage of connecting passengers, Southwest ended ROC-MDW in November 2015, replacing it with an additional ROC-BWI frequency. JetBlue appears to have shrunken some in the face of the Southwest juggernaut, mostly serving ROC-JFK with its smaller Embraer 190 large regional jets. Delta, American, and US Airways had New York and Washington slot transactions, necessary for regulatory approval of their mergers. One transaction saw Rochester’s historic New York LaGuardia service switch from US Airways to Delta. The historic name of US Airways disappeared from Rochester on October 17, 2015 as American Airlines retired the name. Right: "Clock of Nations," which from 1962 to 2008 stood in Rochester's Midtown Plaza. Now in the airport terminal concessions atrium. Sort of our own Disney "Small World" animatronic art. |
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Smaller regional jets in Rochester are often being replaced by larger 70-90 seat Canadair and Embraer jets. All legacies maintain “mainline” jets at Rochester, though American does so only seasonally (fall-spring months to the Charlotte, NC hub). Southwest and JetBlue have raised fares with the loss of lower-cost AirTran. In 2015, ULCC Allegiant responded, entering Rochester with nonstops each to Orlando-Sanford and Fort Lauderdale.
Given the unhappy competitive state of the United States airline industry, Rochester enters 2016 with a relatively good service mix for a market its size. Legacies American, Delta and United maintain services to their surviving regional hubs as well as key business markets such as New York, Boston, Philadelphia, and Washington. Southwest and JetBlue keep a “mainline low-fare” presence with good connections at their respective BWI and JFK hubs. Allegiant brings a new ULCC option to favorite Rochester sun spots, and Air Canada maintains our international connection to Canada and Air Canada’s massive Toronto hub.
Given the unhappy competitive state of the United States airline industry, Rochester enters 2016 with a relatively good service mix for a market its size. Legacies American, Delta and United maintain services to their surviving regional hubs as well as key business markets such as New York, Boston, Philadelphia, and Washington. Southwest and JetBlue keep a “mainline low-fare” presence with good connections at their respective BWI and JFK hubs. Allegiant brings a new ULCC option to favorite Rochester sun spots, and Air Canada maintains our international connection to Canada and Air Canada’s massive Toronto hub.
