DAL767400ER From Germany, joined Feb 2005, 5721 posts, RR: 47
Reply 2, posted (8 years 5 months 3 weeks 6 days 7 hours ago) and read 2715 times:
Quoting Airbazar (Thread starter): Humm, wonder if this reporter knows about the history behind the FIS facilities at Logan
Most likely not. He probably saw several articles stating "DL to expand internationally by 30%" and though to himself "Hm, I guess that can't exclude BOS, so I'm gonna write a speculative article." Nothing more, nothing less.
Regardless, I would bet my left leg DL would already be having a big international presence at BOS with even more to come had Massport allowed FIS in Terminal A. DL 757s to Europe? You bet'cha. But Massport shot itself in the leg with that decision.
RL757PVD From United States of America, joined Dec 1999, 4620 posts, RR: 13
Reply 3, posted (8 years 5 months 3 weeks 6 days 6 hours ago) and read 2664 times:
The problem is that all the key DL european cities are already well served from BOS... LGW, CDG and FRA. Only possible service would maybe be CDG to tap into AF's hub and codeshare network. BOS is new englands intl gateway, but it is certainly no JFK.
Experience is what you get when what you thought would work out didn't!
DAL767400ER From Germany, joined Feb 2005, 5721 posts, RR: 47
Reply 4, posted (8 years 5 months 3 weeks 6 days 6 hours ago) and read 2629 times:
Quoting RL757PVD (Reply 3): Only possible service would maybe be CDG to tap into AF's hub and codeshare network
BOS-CDG had actually been planned by DL prior to 9/11, but never became official.
Quoting RL757PVD (Reply 3): The problem is that all the key DL european cities are already well served from BOS... LGW, CDG and FRA.
They may already be served, but whether they are well-served is another story.
Now, let's imagine for a moment terminal A had FIS:
DL would start BOS-CDG on the 763ER ASAP. Next one would then be FRA, taking advantage of their still big following in the Frankfurt area, operated by a 763ER as well. LGW would be very doubtful, and only be started with a 757 if at all. Other potential routes in Europe would be FCO (AZ isn't the most stable carrier either) and perhaps MSP, and an expansion into DUB, SNN, MAN and other smaller cities in the UK.
Then of course, a few Canadian cities might see CRJ service from BOS (again), like YYZ, YOW, YUL or Quebec City. And of course the Caribbean:
MBJ in place of JM, NAS on Song, and AUA with saturday-only service.
And lastly Mexico, with saturday-only 738 service to CUN.
All dreams for now *sigh*.
FlyPNS1 From United States of America, joined Nov 1999, 6419 posts, RR: 24
Reply 5, posted (8 years 5 months 3 weeks 6 days 6 hours ago) and read 2587 times:
I don't think the FIS issue is the only thing holding DL back from international expansion at BOS.
BOS is a tough market to make international work. Most routes would be predominantly O+D based....but most of the big markets are already served meaning DL would just be dumping more capacity into already well-served routes.
Quoting DAL767400ER (Reply 4): Then of course, a few Canadian cities might see CRJ service from BOS (again), like YYZ, YOW, YUL or Quebec City.
DL can serve these w/o FIS. It's all pre-cleared in Canada. There's nothing stopping DL from launching these routes except poor economics.
IMO, I wouldn't be surprised if DL forces Massport to take back some of the A gates. The terminal is too big and it is questionable if DL will ever be able to fill it.
BostonGuy From United States of America, joined Jul 2000, 514 posts, RR: 8
Reply 8, posted (8 years 5 months 3 weeks 6 days 6 hours ago) and read 2531 times:
If you read the article carefully you'll see that the reporter doesn't actually speculate that DL will add European or Caribbean flights.
" Logan is also a key market for service to Europe and the Caribbean, which is likely to become a higher priority in a reorganized Delta because it makes more money than domestic service."
The two items in that sentence, "Logan is... a key market for service to Europe and the Caribbean" and "which is likely to become a higher priority in a reorganized Delta..." aren't linked together by the reporters follow-up.
All the reporter does after writing that sentence is quote analysts who state that actual DL service from BOS, PVD and MHT might experience cuts in frequencies to select cities as well as a reduction in the size of the type of aircraft on those routes.
He started the article with a clumsily written sentence... and only makes clear he is not speculating about DL starting new European service from BOS by exclusively focusing on details regarding cuts in frequencies and aircraft size.
There will be no new DL service from BOS to Europe in the foreseable future.
DeltAirlines From United States of America, joined May 1999, 8861 posts, RR: 12
Reply 9, posted (8 years 5 months 3 weeks 6 days 4 hours ago) and read 2464 times:
Honestly, I wouldn't be shocked to see MHT-CVG go down to CRJ-700s or EMB-170s (170s being preferred of course...it still wouldn't be all too difficult to upgrade).
For BOS, I don't know what to really expect. I wouldn't be shocked to see SEA and NAS come on as Song flights...keep in mind that until 9/11, Delta did run BOS-NAS SaSuMo on a Delta Shuttle 737-800...I also wouldn't be shocked to see BDA go to Song if B6 enters BDA at all; the one difficulty here is the BOS-BDA plane turns to ATL with the later-arriving ATL-BDA flight coming back to BOS (and then currently continuing on to SLC and SAN...one of the rare 4 segment DL flights).
Dutchjet From Netherlands, joined Oct 2000, 7864 posts, RR: 58
Reply 13, posted (8 years 5 months 3 weeks 6 days 4 hours ago) and read 2332 times:
Dont count on DL adding trans-atlantic service out of BOS for a few reasons:
1. They simply dont have the longhaul aircraft to operate the routes - DL's longhaul fleet is very well utilized and DL has been short on longhaul aircraft ever since the MD11s left the fleet and the 777 deliveries were put on hold. DL is also now disposing of the 762s, and some of DL's domestic routes into the ATL hub simply require the seats offered by a widebody, so there will not be an excess 767 or 777 around for new longhaul flights out of BOS.
2. DL tried BOS-LGW and it was a disaster - pax want LHR and the BOS-LHR route is already well served. As for service to other European cities, BOS is already well served by international carriers and American has recently taken a renewed interest in BOS as an international gateway with the Manchester and Shannon services. Lots of competition - DL would have a difficult time in BOS - they should countinue to focus on ATL and JFK.
3. DL at one time was thinking about expanding out of BOS to Europe - the plan did not go forward for many reasons, including that DL suddenly remembered that it already has JFK as an international gateway about 200 miles to the south of BOS - and JFK has far more potential with O&D pax as well as connections.
4. While 757s accross the Atlantic are currently in-style with US carriers....CO and AA have RR powered 752s that simply perform better and have more range than DL's PW powered 752s. The PW 752 is not a great choice for a transatlantic airliner. Plus, CO and now AA have invested in winglets for their 757 fleets to get a bit more range out of their airplanes, something DL has not yet done and DL probably now does not have the money to spend on a winglet program. Year-round nonrestricted operations with the PW 757 on routes to/from BOS to Europe would probably be quite difficult to cities beyond the UK and Ireland.
BOS will remain an important city in the DL network......look for Song to step up its presence at BOS flying higher-demand nonhub routes and to combat JetBlue, but I do not think that BOS will become a European gateway for DL.