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Are WN/B6 At BOS Killing PVD/MHT?  
User currently offlineMasseyBrown From United States of America, joined Dec 2002, 5411 posts, RR: 7
Posted (1 year 8 months 2 weeks 5 days 20 hours ago) and read 5384 times:

Year over year for July BOS is up about 350K pax while PVD is down 160K and MHT is down 220K. The these the same passengers simply returning to BOS because of lower fares?

Edit: The percentage gain for BOS is minor (+1.5%) but the losses are much more important at PVD (-4.2%) and MHT (-8.0%).

[Edited 2012-12-11 09:39:01]


I love long German words like 'Freundschaftsbezeigungen'.
33 replies: All unread, showing first 25:
 
User currently offlinespiritair97 From United States of America, joined Jan 2011, 1231 posts, RR: 0
Reply 1, posted (1 year 8 months 2 weeks 5 days 19 hours ago) and read 5362 times:

I think moat of it is lower fares, coupled with BOS just being so cloae. I bet if there was a way for everybody to realize what a great airport PVD was we could get some pax back. Afterall, it was voted best airport in America for 2009!  

User currently offlineairbazar From United States of America, joined Sep 2003, 8307 posts, RR: 10
Reply 2, posted (1 year 8 months 2 weeks 5 days 19 hours ago) and read 5299 times:

Quoting MasseyBrown (Thread starter):
Year over year for July BOS is up about 350K pax while PVD is down 160K and MHT is down 220K. The these the same passengers simply returning to BOS because of lower fares?

BOS has always had lower fares, even before WN and B6. BOS is not a hub for any airline and it hasn't been one for quite some time so no one airline controls the price point in BOS. Accesibility used to be BOS's biggest problem but considering how difficult it is to find parking at any of Logan's parking garages I'm going to say that's no longer an issue. MHT and PVD can't match the availability and convenience of flying from BOS. Lets face it, it's not that difficult to get from the parking garage to the gate at BOS and yet, all MHT seems to advertise is how convenient they are, rather than focus on creating a business environment that attracts more service. With the high operating and labor costs that airlines have these days, if the airline can get the passenger to drive to BOS it makes no sense to duplicate the service at MHT or PVD. They are in a way passing the cost on to the consumer without saying it so.


User currently onlineRL757PVD From United States of America, joined Dec 1999, 4662 posts, RR: 11
Reply 3, posted (1 year 8 months 2 weeks 5 days 19 hours ago) and read 5295 times:

Its a mix... some of the decline was more of a right-sizing of the markets. When BOS has no major LCC's, PVD was larger in porportion to the combined market. MHT on its own is a MUCH smaller market than PVD and hence why they have experienced a much sharper drop in passenger traffic.

Realistically speaking, PVD is not that drastically underserved for a market of their size... but there are a few notable deficiencies:

LGA/JFK service - still 3 hours by car or train, US had it but with poor schedules and reliability
ORD Service - UA is a joke in this market now.. what was once 9-10x mainline on UA/AA will be 1x this winter
DFW/AA - Second largest hub in the US and access to the only remaining major
RSW/PBI - A short WN operating season far from covers the full demand for these markets, I expect this to change with B6 in the picture now.

Ideally if PVD can gain better access to the B6 network (JFK or if Florida cities becomre more of a hub to the southeast/south central US) plus the items mentioned above then there would probably be as close to a level playing field as you are going to get. If PVD can capture about 20% of the combined PVD/BOS market then they will be doing alright.



Experience is what you get when what you thought would work out didn't!
User currently offlinechrisnh From United States of America, joined Jun 1999, 4106 posts, RR: 2
Reply 4, posted (1 year 8 months 2 weeks 5 days 19 hours ago) and read 5175 times:

I'm chalking this up to incompetent MHT management in place at the moment. Up until 2005 when the bottom fell out, MHT was easily filling 757s to O’Hare multiple times a day. Northwest was flying 3-4 A320s to Detroit. USAirways had A321s to Philadelphia. And all this was happening WHILE Southwest was here. So Southwest isn’t--and wasn't--the problem.

Neither is the market. The demographics (income levels, business health, population) are ALL quite a bit better than the service we’re getting would suggest. I'm not saying we're on a demographic par with Providence, but what we lack in sheer population we gain in economic health. New Hampshire has a strong economy; Rhode Island absolutely doesn't. You can't buy airline tickets with Food Stamps. Our road access is outstanding (finally). Heck, Portland, Maine—a thin ‘seasonal’ market if ever there was one—has JetBlue and soon will have Southwest. Every New England state except New Hampshire is served by JetBlue, which ought to rankle the execs at MHT. There’s more talk of JetBlue going to Worcester than to Manchester. People say that JetBlue won’t go where Southwest is, but that thesis is folly: Boston, Providence, Portland and dozens of other cities show that the two carriers can coexist. In other words, JetBlue not coming to Manchester isn’t Southwest’s fault.

There was a lengthy piece in our local newspaper two days ago about the ‘excessive’ travel chalked up by our Airport Director Brewer. I suppose it’s not ‘excessive’ if you’re coming back with something, but we can’t even hold onto the service we HAD…never mind getting new service. So his travel is seen as ‘excessive’ because he’s not delivering. They are ‘junkets’ more than business trips, and he’s being blasted. He has a fondness for blaming the 'economy' for the falloff in traffic at MHT, but that is seen more as an excuse than a reason. At some point (like, NOW) the economy shows signs of healing, which quickly deflates that balloon.

I would expect Brewer will do what all Airport Directors do when the heat shines too warmly for their liking: LEAVE. Which would be the exact definition of 'addition by subtraction.'

[Edited 2012-12-11 10:41:16]

User currently onlineRL757PVD From United States of America, joined Dec 1999, 4662 posts, RR: 11
Reply 5, posted (1 year 8 months 2 weeks 5 days 18 hours ago) and read 5124 times:

Quoting chrisnh (Reply 4):
Up until 2005 when the bottom fell out, MHT was easily filling 757s to O’Hare multiple times a day. Northwest was flying 3-4 A320s to Detroit. USAirways had A321s to Philadelphia. And all this was happening WHILE Southwest was here. So Southwest wasn’t the problem.

There is no manager out there that will be able to make one of those items return

Quoting chrisnh (Reply 4):
JetBlue not coming to Manchester isn’t Southwest’s fault

I will give you that one... B6 to ORH before MHT would align with your management oppinions (however Massport politics may be at play for a mutual back-stratching).

From an MSA perspective... Providence (1.6 Mil) is about 25% of the combined Providence and Boston MSA (4.6 Mil for a combined total of 6.2 mil). PVD right now serves about 15% of the combined, which is not terrible when you factor in that BOS covers all of the international demand, is a B6 focus city and is the business hub for the region. Not to mention cities like Fall River and New Bedford that are in PVD's MSA are in more of a shared PVD/BOS catchment area.

MHT's MSA Story shows a much different picture, having an MSA that is smaller than PWM's. I will continue to attest that the decline at MHT is a direct result of the right-sizing of the markets.



Experience is what you get when what you thought would work out didn't!
User currently offlinelat41 From United States of America, joined Jun 2004, 470 posts, RR: 0
Reply 6, posted (1 year 8 months 2 weeks 5 days 11 hours ago) and read 4711 times:

Too many people, vehicles and aircraft moving on and off too small a congested space will eventually saturate BOS.

Quoting airbazar (Reply 2):
Lets face it, it's not that difficult to get from the parking garage to the gate at BOS

All you have to do is get to and from the garage on Friday evenings, Sunday afternoons and weekday rush hours, tunnels, Big Dig notwithstanding
PVD, with mainline rail right off the terminal, tamer Winter weather than BOS and certainly MHT and PWM will come into its own sooner rather than later hopefully.

Quoting chrisnh (Reply 4):
You can't buy airline tickets with Food Stamps

The Southern New England population that is not eating hot dogs and beans still is far larger than Manchester and Portland combined.
As mainline and LCCs at BOS bludgeon each other with below cost fares, it is conceivealbe that they may choose to fan out to lower cost, easy access airports, even while charging a reasonalbe premium. Southwest did just fine until diverging from this philosophy.


User currently offlineNWADTWE16 From United States of America, joined Jun 2012, 242 posts, RR: 0
Reply 7, posted (1 year 8 months 2 weeks 5 days 11 hours ago) and read 4701 times:

I wondered what happenned to the mainline NW/now DL from DTW-MHT, they were always packed, overbooked in the PM A320's, and we were running 9 Daily 757/A320/DC10 to Boston at the time along with 6 PVD DC9's so where did the pax go? Also regarding PVD, does AA not fly there? i was shocked to see no options today from there to DFW at all, anytime of day.

User currently offlineSCQ83 From United States of America, joined Oct 2012, 908 posts, RR: 0
Reply 8, posted (1 year 8 months 2 weeks 5 days 10 hours ago) and read 4621 times:

I actually flew to PVD for the first time last month. Fares with the DL connection flight I had to catch were somehow cheaper than to BOS, I had free time later that day, so I gave it a first try.

I really liked the airport (I had to wait easily 1 hour for the train so I made a tour), and specially the way it is connected to the MBTA line, since you can directly walk from the terminal to the train. I really appreciated that since in the US airports are so often disconnected to any kind of public transportation... specially regional airports.

I was surprised there were easily 20-25 of us heading by train to South Station, or intermediate stops between Providence and S.S. However, there are very few daily trains between Providence Amtrak and T.F. Green Station... even if they are consecutive stops. So I don't find it reliable... because the train is 1h30' to Boston and you might have to wait a long time.

I guess with high frequency (the same that Providence-Boston SS has, just continuing the train to the airport), it could be appealing to passengers in South Boston suburbs (Hyde Park, Mission Hill, Fenway...): the airport seems very user-friendly and easier to navigate than BOS. You could just take the Commuter Line in Boston directly to the airport. Even if it is a longer ride, some people would rather do that (esp. with luggage) than changing lines in the T.

I would also like to flow in or out MHT (whenever I have to fly from BOS and I have more cushion time) for the sake of trying a new airport, but public transportation connections are just dreadful from Boston to Manchester airport.


User currently offlinedeltairlines From United States of America, joined May 1999, 8897 posts, RR: 12
Reply 9, posted (1 year 8 months 2 weeks 5 days 10 hours ago) and read 4591 times:

Another death knell for MHT was the opening of the Big Dig tunnels which made it much easier to get from New Hampshire to BOS via I-93 without dealing with some surface street traffic to/from the Callahan/Sumner tunnels - I've made it from Salem to getting out of my car at Central Parking in 35 minutes before; MHT would have been about 20 minutes, but the 15 minutes more did allow for much better flight time choices, which is enough to sway many consumers as well.

User currently offlinePassedV1 From United States of America, joined Oct 2012, 220 posts, RR: 0
Reply 10, posted (1 year 8 months 2 weeks 5 days 6 hours ago) and read 4423 times:

I have always wondered why NH hasn't invested more in PSM. If ever there was a great airport for a Spirit or SWA type poaching of a large market, it might be PSM. It's actually the same distance from BOS as ORH is at about an hour drive. Additionally, a large portion of the traffic at BOS is actually from NH and ME which this airport, being right on I-95 could capture.

User currently offlinechrisnh From United States of America, joined Jun 1999, 4106 posts, RR: 2
Reply 11, posted (1 year 8 months 2 weeks 5 days 1 hour ago) and read 4327 times:

Quoting deltairlines (Reply 9):
Another death knell for MHT was the opening of the Big Dig tunnels which made it much easier to get from New Hampshire to BOS via I-93

I agree with this. I think the Big Dig had more of an effect north of Boston than south of Boston. That's why MHT did so well during construction, and then fell off after it was completed.


User currently onlineRL757PVD From United States of America, joined Dec 1999, 4662 posts, RR: 11
Reply 12, posted (1 year 8 months 2 weeks 5 days ago) and read 4269 times:

Quoting chrisnh (Reply 11):
I agree with this. I think the Big Dig had more of an effect north of Boston than south of Boston. That's why MHT did so well during construction, and then fell off after it was completed.

I would almost argue the opposite.... the Ted Williams Tunnel (South side) was a real game changer for BOS. Similarly I hope that Providences "small dig" (I-195 relocation and new interchange) will make it more convenient for the Fall River and New Bedford area, though my guess is the change will be too small to notice.



Experience is what you get when what you thought would work out didn't!
User currently offlinePHLBOS From United States of America, joined Mar 2004, 7519 posts, RR: 24
Reply 13, posted (1 year 8 months 2 weeks 4 days 22 hours ago) and read 4176 times:

Quoting airbazar (Reply 2):
BOS has always had lower fares, even before WN and B6

Wrong; circa 2000, BOS only had a only one or two LFCs (FL & TZ(?) come to mind) with only a handful of routes that benefited from such fares.

BOS' drop in fares en masse started about 3 years later when FL started expanding service, and then B6's arrival in 2004 and grew service to a point that BOS has since become either a focus city or a mini/reliever hub (from JFK) for them (B6).

To a degree, FL mostly ignored B6's BOS expansion (at their own peril IMHO) and B6's growth ultimately prompted WN to finally set up shop at Logan.

WN's original advantage of being only at MHT/PVD was due to differences in fares (vs. BOS, particularly pre-2003) and the hassles of the Big Dig-related contruction that was taking place at the time.

Add to the above w/the increased post-9/11 security cue times (gone are the days when one can show up at the airport 1/2 hour before their scheduled departure and actually make it to their flight... unless it's very late at night) and MHT/PVD's advantages for somebody even as far away as midway between 128 & 495 mostly evaporate. The extra security cue time (for all airports) plus any added travel time (for somebody living in the Greater Boston area) no longer worth it... especially when BOS fares became more competitive w/MHT/PVD fares.

Quoting RL757PVD (Reply 12):
Quoting chrisnh (Reply 11):
I agree with this. I think the Big Dig had more of an effect north of Boston than south of Boston. That's why MHT did so well during construction, and then fell off after it was completed.

I would almost argue the opposite.... the Ted Williams Tunnel (South side) was a real game changer for BOS.

Pre-Big Dig, access to BOS from the south and west was almost impossible due to the infamous South Station Funnel at the north end of the I-90/93 juncture. Once the tunnel link between the Pike and the Ted Williams Tunnel was completed, access to the airport from the south (I-93/Southeast Expressway) and the west (I-90/Mass Pike) was no longer a deal-breaker.

Conversely, access from the north (I-93 South to the Callahan Tunnel) in principle & theory didn't change outside of the fact that one no longer faced weaving traffic coming from the Tobin Bridge but exiting at Storrow Drive. Those coming from the northeast (coastal North Shore towns via Route 1A) saw no real change (again in theory/principle) until they actually take the exit for the airport.

Quoting lat41 (Reply 6):
Too many people, vehicles and aircraft moving on and off too small a congested space will eventually saturate BOS.

Quoting airbazar (Reply 2):
Lets face it, it's not that difficult to get from the parking garage to the gate at BOS

All you have to do is get to and from the garage on Friday evenings, Sunday afternoons and weekday rush hours

Not to mention if one wants to gas up their rental car prior to returning at the on-site Gulf station during the above-times... big mistake/forgetaboutit. Use the Hess station about 1-1/2 mile north along 1A North and take the next exit to due a legal U-turn to get back the airport & rental car return.



"TransEastern! You'll feel like you've never left the ground because we treat you like dirt!" SNL Parady ad circa 1981
User currently offlineMasseyBrown From United States of America, joined Dec 2002, 5411 posts, RR: 7
Reply 14, posted (1 year 8 months 2 weeks 4 days 22 hours ago) and read 4129 times:

Quoting PHLBOS (Reply 13):
Wrong; circa 2000, BOS only had a only one or two LFCs (FL & TZ(?) come to mind) with only a handful of routes that benefited from such fares.

BOS' drop in fares en masse started about 3 years later when FL started expanding service, and then B6's arrival in 2004 and grew service to a point that BOS has since become either a focus city or a mini/reliever hub (from JFK) for them (B6).

To a degree, FL mostly ignored B6's BOS expansion (at their own peril IMHO) and B6's growth ultimately prompted WN to finally set up shop at Logan.

This is what I was getting at in my opening post. Plus WN's costs have grown so that their fare differential at remote alternative airports is no longer enough to pull in as much traffic as they used to get.



I love long German words like 'Freundschaftsbezeigungen'.
User currently offlineboslax From United States of America, joined Aug 2006, 105 posts, RR: 0
Reply 15, posted (1 year 8 months 2 weeks 4 days 21 hours ago) and read 4077 times:

Certainly the growth of LCC's at Boston have impacted passenger traffic across Eastern New England, However, I would argue that Southwest's signifciant presence at both MHT and PVD has had more of an impact on those airports than whats going on at BOS. And I what I mean by that is, at medium/small hub airports where Southwest accounts for over 50% of the capacity, network carriers have a difficult time competing. I'm not breaking any new ground here, but the numbers speak for themselves.

Passenger traffic at PVD and MHT both peaked in 2005. Since that time, network carrier passenger traffic has declined 57% at MHT, and declined 45% at PVD. During that same time, Southwest passenger traffic at MHT and PVD declined by 7% and 9% respectively. Same holds true at ALB, ISP, and BHM, just to name a few. Its tough for me to blame airport management at MHT for failing to bring in new services. The targeted carriers will have a tough time making a profiit at a station where WN has such a strong share of capacity. Moreover, with all of the mergers ands acquisitions over the past few years, the list of expansion carriers contiunue to dwindle.


User currently offline2travel2know2 From Panama, joined Apr 2010, 2607 posts, RR: 1
Reply 16, posted (1 year 8 months 2 weeks 4 days 20 hours ago) and read 4028 times:

Quoting lat41 (Reply 6):
PVD, with mainline rail right off the terminal, tamer Winter weather than BOS and certainly MHT and PWM will come into its own sooner rather than later hopefully.

But better count out international flights to continental Europe due to PVD runway, which may be OK for B737/A319 take-offs for 5+ hours non-stop flights (North America transcontinental, Caribbean, Central America and Azores) but nothing more than that with a fully loaded bigger aircraft.

PVD's Train Station and direct link to Boston is an incredible asset but its schedule works against it.
If there was a way to run "almost express train" between Boston and PVD with only 3 stops between Boston and PVD train station, at least twice everyday - timed to match PVD flights peak hours, that could be a great boost to the accessibility and marketing of that airport..
And finally changing its name to "Providence-Boston Green International Airport" definitely would help, who would doubt "Green International Airport" hasn't a good connotation?



I'm not on CM's payroll.
User currently offlinelat41 From United States of America, joined Jun 2004, 470 posts, RR: 0
Reply 17, posted (1 year 8 months 2 weeks 4 days 20 hours ago) and read 3986 times:

I thought that with the battering that American took from JetBlue at Bos that they might set up shop at PVD again but E145s are just not practical and not enough E170s to go around or mainline equipment. Over time the carrier's financial situation snuffed out much possible new domestic service.

It will take some time before the rail service on the airport's doorstep fleshes out to become a smaller version of Beltway Station in New Carollton near BWI. The good news is that piece of the puzzle is built , in operation and ready for more use when the rail service ramps up.


User currently offlineRevelation From United States of America, joined Feb 2005, 12448 posts, RR: 25
Reply 18, posted (1 year 8 months 2 weeks 4 days 20 hours ago) and read 3954 times:

One point to amplify IMHO is that the mainline draw-down seen at BOS from DL and AA in both the post 9/11 and post GFC time frames has made it feasible for both B6 and WN to grow at BOS these days. Then you add in the improved road network and the longhaul options and BOS has a lot of advantages working in its favor.

Quoting airbazar (Reply 2):

BOS has always had lower fares, even before WN and B6. BOS is not a hub for any airline and it hasn't been one for quite some time so no one airline controls the price point in BOS

I'm not sure which "always" you are thinking of. I recall pretty clearly that WN came to MHT, it was far cheaper to take WN to Florida than it was to use any service out of Boston. The source of the MHT boom of the 90s/00s was all the retirees trekking back and forth from Florida.



Inspiration, move me brightly!
User currently offlinechrisnh From United States of America, joined Jun 1999, 4106 posts, RR: 2
Reply 19, posted (1 year 8 months 2 weeks 4 days 19 hours ago) and read 3918 times:

Quoting Revelation (Reply 18):
The source of the MHT boom of the 90s/00s was all the retirees trekking back and forth from Florida.

And now they're all dead     


User currently offlinespiritair97 From United States of America, joined Jan 2011, 1231 posts, RR: 0
Reply 20, posted (1 year 8 months 2 weeks 4 days 19 hours ago) and read 3916 times:

Quoting 2travel2know2 (Reply 16):

S4 used to run their flights to the Azores out of PVD with a310s. I think the runway can handle a TATL 767-300 at least


User currently onlineRL757PVD From United States of America, joined Dec 1999, 4662 posts, RR: 11
Reply 21, posted (1 year 8 months 2 weeks 4 days 19 hours ago) and read 3888 times:

Quoting spiritair97 (Reply 20):
S4 used to run their flights to the Azores out of PVD with a310s. I think the runway can handle a TATL 767-300 at least

And Air Luxor with 330-passengers on A330's.

Sending a 737 or A320 to the west coast has more issues than a widebody transatlantic.



Experience is what you get when what you thought would work out didn't!
User currently offlinespiritair97 From United States of America, joined Jan 2011, 1231 posts, RR: 0
Reply 22, posted (1 year 8 months 2 weeks 4 days 19 hours ago) and read 3870 times:

As much as I hate the idea, I think the 737MAX and the NEOs will be PVD's way to get int'l service again.

User currently offlineairbazar From United States of America, joined Sep 2003, 8307 posts, RR: 10
Reply 23, posted (1 year 8 months 2 weeks 4 days 18 hours ago) and read 3798 times:

Quoting PHLBOS (Reply 13):
Wrong; circa 2000, BOS only had a only one or two LFCs (FL & TZ(?) come to mind) with only a handful of routes that benefited from such fares.

BOS didn't need LC's to have low fares. It already had some of the lowest fares in the country.

Quoting PHLBOS (Reply 13):
BOS' drop in fares en masse started about 3 years later when FL started expanding service, and then B6's arrival in 2004 and grew service to a point that BOS has since become either a focus city or a mini/reliever hub (from JFK) for them (B6).

That doesn't mean BOS didn't already have lower fares. The LCC's simply lowered the fares even more to the point where legacy carriers are stuggling to stay competitive.

Quoting spiritair97 (Reply 22):

As much as I hate the idea, I think the 737MAX and the NEOs will be PVD's way to get int'l service again.

You can fly TATL from PVD to the Azores with today's A320's and that's probably one of the largest TATL markets from PVD, and no one is doing it, so I wouldn't count on it. It's a shame though because I think PVD could totally support a few weekly frequencies to PDL on an A320 and with the right setup it could even work as a mini hub for other points in Europe just like FI is doing at KEF, except PDL has nice weather all year round  


User currently offlinePHLBOS From United States of America, joined Mar 2004, 7519 posts, RR: 24
Reply 24, posted (1 year 8 months 2 weeks 4 days 17 hours ago) and read 3746 times:

Quoting airbazar (Reply 23):
BOS didn't need LC's to have low fares.

   One route that's been near and dear to me is PHL-BOS. When the route was only flown by DL (Connection), AA (Eagle) & US, the fares were, for the most part, sky-high outside of a very-occasional fare sale despite the 3-way competition.

It wasn't until LFCs (ML, Nations Air, FL and then WN) came in and flew the route did fares drop to affordable levels. Conversely, once the LFC withdrew the service, the fares went back to their pre-LFC competition levels (translation; the fares tripled, even quadrupled). This happened multiple times including WN's recent withdrawl from the route nearly a year ago.

The above's just one example and had BOS not needed LFC(s) to keep fares affordable, then why did FL see fit to expand service and B6 even bother coming in? Note: IIRC, B6 requested Massport to come in several times but was previously shot down until then-Gov. Romney twisted Massport's arm a bit and they (Massport) relented.

To my knowledge, the only low fares that existed on BOS routes that had no LFC competition were routes that were handled by the so-called 'carrier-within-a carrier' types like MetroJet, Ted & Song; all of which were dropped or dissolved years ago. But again, those carriers, like the smaller LFCs, only flew to certain destinations. If one's destination was not one their route map; one paid a much higher fare.



"TransEastern! You'll feel like you've never left the ground because we treat you like dirt!" SNL Parady ad circa 1981
25 SEPilot : I am not a frequent flyer, but when I do, I have the choice between MHT, BDL, BOS, and BTV. The choices are dictated by price and convenience, in that
26 pvd757 : Keep in mind that PVD will be extending it's main runway to 8700 feet sometime in the next 5 years or so. PVD is only another 500-700 miles further t
27 Stratacruiser : I fly frequently and almost always check fares at BOS and MHT, which are equidistant from my home. I can't recall the last time MHT had a lower fare,
28 Revelation : I don't think the "Southwest Effect" counted on having the volume there first, but it's clear that the days of the Southwest Effect being significant
29 Stratacruiser : Capacity in the centrally located parking facility has been more than doubled over the past decade or so, almost completely aleviating the historic p
30 Revelation : Thanks, I didn't know that. When I travel via BOS I use off-airport parking just because I'm "frugal", no matter if I'm paying or my employer is payi
31 Post contains links EricR : So I checked the average airfares from Q2-2001 out of BOS, MHT, & PVD. BOS did indeed have much higher average airfares than either MHT or PVD. T
32 Revelation : That would need to be corrected for stage length, no? Clearly BOS has a lot more international/longhaul service, and those flights are in general mor
33 EricR : Depends on what type of information you are attempting to analyze. I was intrigued by the conversation regarding average airfares, so I decided to tak
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