B4real From United States of America, joined Aug 2003, 2595 posts, RR: 6 Reply 1, posted (6 years 6 months 3 weeks 4 days 4 hours ago) and read 2734 times:
From the DL point of view, this would be interesting. DL has the gate space with the new terminal @ BOS. But, the FIS situation via Massport is a pain in the bum, and DL would be taking the jump to using the FIS service in the other terminal for an international flight. Currently, the Canada (DL Connection) and Bermuda (DL) flights do not need to arrive at the FIS facility.
BRU doesn't seem to be a logical step for DL from BOS, IMHO. I'd think they would want CDG/FCO/MXP over BRU for the option for connecting traffic both ways. BRU is connecting traffic stateside only from DL operations and SkyTeam partners.
So, with all that being said, AA makes more sense because of the existing TATL operations at BOS.
As for this article, I think China is a stretch for BOS - given that no real contender for a China route has true hub there.
Flyguy1 From United States of America, joined Jun 1999, 1691 posts, RR: 4 Reply 3, posted (6 years 6 months 3 weeks 4 days 4 hours ago) and read 2693 times:
I doubt any of these routes will happen, I cannot see any current airline at BOS taking the risk. AS for IB to MAD/BCN, with JFK/EWR to the south, and served multiple times per day into both airports, I would not expect this either. Passengers can easily connect on any of the numerous BOS-JFK/EWR flights on DL/AA/CO.
Tomcat From Belgium, joined Sep 2000, 148 posts, RR: 0 Reply 4, posted (6 years 6 months 3 weeks 3 days 21 hours ago) and read 2447 times:
Let's remember that BRU-BOS has been operated for years by Sabena, most of the time with 6 weekly flights. I think that in 1999 or 2000, the 100000 pax a year had been reached on this line, then code-shared with AA and operated with A330s (a bit too much capacity maybe but SN had hardly other choice).
So now if AA would operate this flight with a 762, codesharing with SN it could make sense. Something like 5 times a week in the winter and daily flight in the summer would be logical.
But more generaly speaking, one can wonder if BRU wan't see too much new capacity to north America next year... My only advice to the members of this forum is to get ready to look for very sweet prices on USA-BRU ! On a larger scale, many US airlines are adding transatlantic flights, so expect softening prices on the entire transatlantic market, it's all good news for travelers !!
I remember this day of feb 2001 where I got a BRU-EWR flight for 260EUR and double miles, what a great time !! Of course oil was a bit lower, but the fact was that planes where flying half empty, meaning more comfort for less money...
Jfk777 From United States of America, joined Aug 2006, 7342 posts, RR: 7 Reply 5, posted (6 years 6 months 3 weeks 3 days 21 hours ago) and read 2440 times:
Delta's new terminal without an FIS seems to be anti-productive. Why have an international airline and terminal with no FIS. Another FIS would help Boston's terminal E since it would decongest a bad situation. Air France and Alitalia with any Delta flights could use the Termial A FIS since they are Skyteam. AA could also benefit from this since its terminal is closer to its main gates then Terminal E.
Dutchjet From Netherlands, joined Oct 2000, 7864 posts, RR: 58 Reply 7, posted (6 years 6 months 3 weeks 3 days 21 hours ago) and read 2414 times:
BOS-BRU worked well for Sabena for many years, but the route is unlikely to be launched by any US carrier as no US airline uses BOS has a hub or gateway city for transatlantic services. DL seems to have dropped any plans to launch transatlantic flights out of BOS in favor of increased operations at JFK, AA is cutting back on transatlantic services out of BOS with the Manchester and Ireland flights being cut and BOS-CDG is doubt (has BOS-CDG been officially dropped by AA?), NW simply connects BOS with its AMS hub (NW once had much more transatlantic service out of BOS but now its all about DTW) and US is focused on building its European route map out of its PHL hub. UA is not a big player at BOS and CO uses EWR for its east coast international services.
Who would fly BOS-BRU? And who could make a profit on the route? If a Belgian carrier were to start flying transtatlantic services, BOS-BRU would be a key route (along with JFK, ORD and YUL)...but SN Brussels has stayed away from the fiercely competitive transatlantic routes (opting for codeshares with AA instead) and after the Citybird, VG Belgian/Delsey and Sobelair fiascos, its unlikely that another Belgian airline will be launched in the foreseeeable future.
The best bet would be an airline using 5th freedom routes....such as Singapore flying BOS-BRU-SIN or an Indian carrier flying BOS-BRU-Indian City, but even those are longshots. While there has been speculation that SQ has some interest in BOS, why would they fly to SIN via BRU (SQ dropped service into BRU a few years back)?
In the old days, SN few an A310 on the BOS-BRU route, and many pax were connecting to/from other destinations in Europe, the MidEast and Africa. A 752 would be the best aircraft for the route, if anyone was interested in flying BOS-BRU.
COERJ145 From United States of America, joined Jun 2005, 1420 posts, RR: 1 Reply 8, posted (6 years 6 months 3 weeks 3 days 21 hours ago) and read 2397 times:
Quoting Jfk777 (Reply 5): Delta's new terminal without an FIS seems to be anti-productive. Why have an international airline and terminal with no FIS. Another FIS would help Boston's terminal E since it would decongest a bad situation.
Agreed. If terminal A had FIS, NW could move over there for their flights. Currently, NW uses about 4 gates at BOS(sub gates not included), so there is definatly the space. Moving NW to A would also free up gates in E(soon to be D) for more international carriers at BOS.
A330323X From United States of America, joined Oct 2003, 3039 posts, RR: 48 Reply 9, posted (6 years 6 months 3 weeks 3 days 20 hours ago) and read 2350 times:
Quoting Jfk777 (Reply 5): Delta's new terminal without an FIS seems to be anti-productive. Why have an international airline and terminal with no FIS. Another FIS would help Boston's terminal E since it would decongest a bad situation.
Of course, the Terminal B FIS that AA and US were promised would have been even more productive.
I'm the expert on here on two things, neither of which I care about much anymore.
Walter747 From United States of America, joined Oct 2006, 1440 posts, RR: 5 Reply 10, posted (6 years 6 months 3 weeks 3 days 20 hours ago) and read 2327 times:
Quoting B4real (Reply 1): As for this article, I think China is a stretch for BOS - given that no real contender for a China route has true hub there.
Dutchjet From Netherlands, joined Oct 2000, 7864 posts, RR: 58 Reply 11, posted (6 years 6 months 3 weeks 3 days 19 hours ago) and read 2318 times:
Quoting Tomcat (Reply 4): remember this day of feb 2001 where I got a BRU-EWR flight for 260EUR and double miles, what a great time !! Of course oil was a bit lower, but the fact was that planes where flying half empty, meaning more comfort for less money...
Quick note - you can now fly BRU-EWR return for Euro. 219.00 return (plus lots of taxes that bring the total fare close to about Euro. 375.00).
Quoting Tomcat (Reply 4): But more generaly speaking, one can wonder if BRU wan't see too much new capacity to north America next year...
We are only talking about two extra flights, the NW DTW-BRU service and the US PHL-BRU service, both to be operated with 752s......the 350 extra seats per day should be absorbed easily, as you probably know, CO fills up the 764 without problems in the Summer and has good loads in the Winter (and BF goes out 35/35 just about daily yearround), AA, UA and DL also do well at BRU as there is no competition from a Belgian carrier. Also consider that since Sabena closed down, none of the US carriers have added flights or jumped capacity (CO did upgrade from a 762 to a 764 - but thats about it) so both flights should succeed.
BigGSFO From United States of America, joined Jun 2005, 2755 posts, RR: 7 Reply 12, posted (6 years 6 months 3 weeks 3 days 18 hours ago) and read 2287 times:
I could actually see AA operate both BOS-BRU and BOS-MAD with 757's. They have a TATL operation at BOS already (albeit only LHR is operated year-round) and incremental feed. They also have the code-sharing with SN and IB at BRU and MAD respectively. They make the most logical contender for these two flights, IMO. However AA is on the slow growth plan, so whether they will actually do it is another story.
HB-IWC From Greece, joined Sep 2000, 4414 posts, RR: 76 Reply 13, posted (6 years 6 months 3 weeks 3 days 19 hours ago) and read 2244 times:
Quoting Dutchjet (Reply 7): BOS-BRU worked well for Sabena for many years
True to some extent. BRU BOS made money during summer months and the flight just about broke even in winter months when the A310 was still deployed with a frequency of 5 weekly flights, but when Sabena started deploying mostly the A333 (sometimes also A332/A342/A343) on the route with a daily frequency, the route went into the red during winter months. That happened also during the time that Swissair added a second daily ZRH BOS rotation. Still, I am pretty sure that a BRU BOS route could work, if operated with the right equipment and frequencies.
Quoting Dutchjet (Reply 11): Also consider that since Sabena closed down, none of the US carriers have added flights or jumped capacity
Actually, American added a JFK BRU roundtrip in the mean time, and, in a direct reaction to Sabena's demise, Delta reinstated its JFK BRU after suspending it for almost 3 months after 9/11. The latter doesn't count as a real capacity increase, but AA had was an addition as the airline had not been on the route for a couple of years.
Dutchjet From Netherlands, joined Oct 2000, 7864 posts, RR: 58 Reply 14, posted (6 years 6 months 3 weeks 3 days 18 hours ago) and read 2226 times:
Quoting HB-IWC (Reply 13):
Actually, American added a JFK BRU roundtrip in the mean time, and, in a direct reaction to Sabena's demise, Delta reinstated its JFK BRU after suspending it for almost 3 months after 9/11. The latter doesn't count as a real capacity increase, but AA had was an addition as the airline had not been on the route for a couple of years.
AA flew JFK-BRU for many years (while SN was still flying), then dropped the route for a few years, and then returned after SN closed down. I am not really sure how to count that?! As for DL, they did temporarily drop JFK-BRU after 9/11 and re-instated the route after SN closed down, but it was always ""assumed"" that DL would return to JFK-BRU.
Cubsrule From United States of America, joined May 2004, 21215 posts, RR: 19 Reply 15, posted (6 years 6 months 3 weeks 3 days 16 hours ago) and read 2157 times:
How much space is there at E in the afternoons? It doesn't seem like a real big facility, and BOS has a fair amount of transatlantic service.
I can't decide whether I miss the tulip or the bowling shoe more
HB-IWC From Greece, joined Sep 2000, 4414 posts, RR: 76 Reply 16, posted (6 years 6 months 3 weeks 3 days 15 hours ago) and read 2110 times:
Quoting Cubsrule (Reply 15): How much space is there at E in the afternoons? It doesn't seem like a real big facility, and BOS has a fair amount of transatlantic service.
I don't know how the situation is now, but when Sabena used to operate there, SN533 would arrive at E after which the aircraft would be towed for departure to the Delta concourse. That was of course because of the Delta partnership on the route, but also because of a lack of space at E.
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As for DL, they did temporarily drop JFK-BRU after 9/11 and re-instated the route after SN closed down, but it was always ""assumed"" that DL would return to JFK-BRU.
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