I agree with pilot ben. It's two brands in a 'united' mish mash. I expect this will be an intermediate livery. It's a delicate thing marrying up two brands when both brands are successful which one do you get rid of. They basically have to reinvent the airline over the coming years.
It looks like United have been tweaking their Washington to Manchester flights for this coming winter with the inbound flight 100 being brought forward by 4 hours to land at approx 6.15am rather than 10.20am. I assume the outbound has a similar alteration.
Dobbo, IAD normally does not operate between early January and the end of March. However, it resumes at only 5 x weekly I believe until late May/early June (I've not rechecked the exact date) and drops a frequency or maybe 2 fairly early in September. The full daily service has been for quite a limited period.
There was talk of United starting a Chicago service from MAN but that seems to have gone quiet. It was something of a surprise when they started a NCL-EWR flight.
A personal view, and I've no inside knowledge, is that we're more likely to see any modest expansion of routes by the main US carriers from MAN by DL or AA rather than UA. I did wonder whether UA might have considered going 2 x daily on EWR, perhaps at the expense of the IAD, but it may be that IAD attracts sufficient p2p business traffic to justify the separate destinations. With the extra capacity on New York now from DL and TCX, a second EWR is less likely I would have thought, but a B767 in line with AA & DL would be welcome.
But the wierd thing is that when BD ran the route against AA, it was them dominating the market so UA should have been more than aware of the market that was theirs for the taking as there was minimal feed at our end of the route Perhaps it was a lack of aircraft that hindered them?